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Originally Posted by hoserpilot
(Post 1159023)
Ps. Bacon just solidified his douschiness in the jet blue thread. What a complete loser. I really hope he isn't one of us.
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Originally Posted by forgot to bid
(Post 1158999)
I got an idea.
You ever notice we don't have air service from LGA to... JFK? Or LGA to EWR? How about ATL to Macon? ATL to PDK or Lawrenceville? CVG to Lukin? LAX to Ontario? Well, here's the solution: http://airpigz.com/storage/2010-may/...=1273278211856 And B-u-double-Z, I've got good news, the cockpit rocks: http://www.flightglobal.com/airspace...00-cockpit.jpg |
I heard they re-equipped the 767 with this panel to keep newK from getting too bored:
http://lh6.googleusercontent.com/-pt..._room_full.jpg |
Originally Posted by 80ktsClamp
(Post 1159064)
I heard they re-equipped the 767 with this panel to keep newK from getting too bored:
http://lh6.googleusercontent.com/-pt..._room_full.jpg |
Originally Posted by georgetg
(Post 1159029)
Each Aircraft is made for a particular route and passenger load.
That being said I can't see how Delta won't order the 77-300ER going forward. It fits the sweet spot between carl and tsquare, I mean 777-200 and 747-400, because it carriers roughly 350 pax. The big payoff is the cargo capacity of the 773 because it actually has more cargo volume than the A380 or the 747-8i. Roughly the 773 is 7100 cu.ft., the 747-8i 6,300 cu.ft. and the A380 5,800 cu.ft. The 773 will carry 20 LD3 containers vs the A380 18 LD3 and the 747-8 16 LD1 containers. The 777-300 already wins in capacity but excels after subtracting cargo capacity for passenger bags. After loading all pax bags the 777-300 has 5,200 cu.ft. remaining for gravy vs 3,000 cu.ft. for the A380 and 3,800 cu.ft. for the 747-8i. Obviously the 747-400 has a slightly smaller cargo capacity because of the shorter fuselage vs the 747-8i... Weight is one thing, but I'd venture to guess most air-freight cargo bulks out before hitting the weight limit unless it's batteries... In markets with 280-360 pax/flight, I can't see how Delta won't fly the 777-300ER going forward because even with a 75% load-factor the cargo will pay the bills... Cheers George |
Originally Posted by tsquare
(Post 1158923)
I am just saying that we don't need to negotiate any early retirement pilot medical under the laughable auspices that it will get anybody out the door sooner rather than later....
I believe you are correct in your belief that having retirement medical will cause a mass exodus. A lot of guys I fly with have initially said that if they had insurance they will/would leave upon reaching 60. But upon further discussion it normally comes out that financially they are better off staying. These are all FNWA pilots due to my equipment and they have a frozen pension, I would expect the FDAL pilots to even have a higher percentage that would stay. The WB captains have it pretty good....... Be scheduled for 12 days or so of flying per month, figure in annual vacation and sick and guys are probably averaging 8 days or less monthly of actual flying all for $200K salary + benefits. While I do believe there would be some that would take advantage of the medical and leave I think the number would be disappointingly low. |
Originally Posted by georgetg
(Post 1159029)
Each Aircraft is made for a particular route and passenger load.
That being said I can't see how Delta won't order the 77-300ER going forward. It fits the sweet spot between carl and tsquare, I mean 777-200 and 747-400, because it carriers roughly 350 pax. The big payoff is the cargo capacity of the 773 because it actually has more cargo volume than the A380 or the 747-8i. Roughly the 773 is 7100 cu.ft., the 747-8i 6,300 cu.ft. and the A380 5,800 cu.ft. The 773 will carry 20 LD3 containers vs the A380 18 LD3 and the 747-8 16 LD1 containers. The 777-300 already wins in capacity but excels after subtracting cargo capacity for passenger bags. After loading all pax bags the 777-300 has 5,200 cu.ft. remaining for gravy vs 3,000 cu.ft. for the A380 and 3,800 cu.ft. for the 747-8i. Obviously the 747-400 has a slightly smaller cargo capacity because of the shorter fuselage vs the 747-8i... Weight is one thing, but I'd venture to guess most air-freight cargo bulks out before hitting the weight limit unless it's batteries... In markets with 280-360 pax/flight, I can't see how Delta won't fly the 777-300ER going forward because even with a 75% load-factor the cargo will pay the bills... Cheers George For what its worth. |
Originally Posted by Schwanker
(Post 1159118)
I have a good friend who is a cargo load planner for United. He says the 747 carries significantly more weight but the 777 greater volume. From the west coast to Asia, they "almost" always cube out before they weight out. Therefore, the 777 has been better for moving belly freight.
For what its worth. |
Originally Posted by sailingfun
(Post 1159122)
The 777 LR which UAL does not have can carry more weight then the 747 in addition to more cube in cargo with the passenger seats full. Its overall cargo capability is better in almost all respects. The 747 can carry more weight on short haul flights but the 777LR owns the rest of the spectrum in both cube and weight.
I guess I can google this stuff but that takes effort. I do think the order book speaks volumes. 2011 Orders 737......625 747.........7 767........42 777.......202 787.........45 Total......921 777 Orders to Date by total orders and number of that order still to be delivered: 777-200...........88 777-200ER......428 and 13 unfilled 777-200LR........57 and 3 unfilled 777-300............60 delivered 777-300ER.......601 and 277 unfilled 777F................127 and 73 unfilled 747-800 747-800............36 ordered and 35 unfilled 747-800F..........70 and 58 unfilled. To me it shows the 777-300 is very popular but the 747 obviously has a niche it owns. http://active.boeing.com/commercial/...&pageid=m15525 |
Lightning striking my bed.... I said lightning striking my... plane!
Lightning strike to a plane at the gate. You’ll need to watch it afew times; it’s only about 11 seconds. Three key things/areas to watch – first watch the tail of the aircraft as the bolt hits the vertical stab, do not blink, it happens that fast. Next, watch the nose of the aircraft where the ground crew is walking up to, and under, the nose of the plane. Then, look just to your left of the nose gear. That brown square on the ground is a metal plate embedded in the concrete, with a small manhole cover. The strike exits onto the metal plate, and sends the manhole cover flying through the air toward the tug on the far left (also note the point that the manhole cover lands - the concrete dust says this isn't just a piece of tin)!! |
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