Concerned
12-15-2017, 01:08 PM
#21
Gets Weekends Off
Joined APC: Feb 2008
Posts: 19,273
Originally Posted by Salukidawg
I agree with Whack as well. These are for 100 A321neo’s which are supposed to be 1 for 1 757 replacements. (Yes, I know the A321neo isn’t a true 757 replacement.)
12-16-2017, 07:08 AM
#22
At your mom's house
Joined APC: Jun 2008
Position: cpt 737
Posts: 2,665
Originally Posted by WHACKMASTER
I’d bet a bottle of high end liquor that we will be the launch customer or at least one of the first customers for the B797. That airplane has our name written all over it considering our anticipated route structure in the middle of the next decade.
12-16-2017, 07:48 AM
#23
Gets Weekends Off
Joined APC: Nov 2012
Position: 1900D CA
Posts: 3,395
You are worried about delta buying 100 Airbus to replace their old fleet, and you aren't worried about frontier buying 200 Airbus to grow their fleet?
You guys really think Southwest will be the launch customer for the next Boeing model? I might take that bet. I think it's too high risk and too expensive to integrate. The 737Max10 looks right up your alley. And then after that, the 737Max10LRGT500XXL might work nicely.
In all seriousness, I see no need for you to be concerned. The loyalty of your customers is priceless
You guys really think Southwest will be the launch customer for the next Boeing model? I might take that bet. I think it's too high risk and too expensive to integrate. The 737Max10 looks right up your alley. And then after that, the 737Max10LRGT500XXL might work nicely.
In all seriousness, I see no need for you to be concerned. The loyalty of your customers is priceless
12-16-2017, 05:27 PM
#24
Gets Weekends Off
Joined APC: Jul 2008
Posts: 825
Originally Posted by Aero1900
The 737Max10 looks right up your alley. And then after that, the 737Max10LRGT500XXL might work nicely.
12-17-2017, 08:59 AM
#25
Gets Weekends Off
Joined APC: Sep 2011
Posts: 1,003
Originally Posted by hoover
I'll take that bet IF I upgrade before then so I can afford said bottle.
Hey, you can "average" 150 tfp per month and afford any bottle of high end stuff like a Capt.
It's really easy.... All you have to do is give away all of your straight paying trips, and work a "few" extra days at premium, every month.
You'd make more than a captain commuting to reserve, and only have to work a few days more than he does, counting his commute days, of course. 
12-17-2017, 09:34 AM
#26
Gets Weekends Off
Joined APC: Oct 2006
Posts: 2,847
Originally Posted by SlipKid
Hey, you can "average" 150 tfp per month and afford any bottle of high end stuff like a Capt.
It's really easy.... All you have to do is give away all of your straight paying trips, and work a "few" extra days at premium, every month. You'd make more than a captain commuting to reserve, and only have to work a few days more than he does, counting his commute days, of course.
It's really easy.... All you have to do is give away all of your straight paying trips, and work a "few" extra days at premium, every month.
You'd make more than a captain commuting to reserve, and only have to work a few days more than he does, counting his commute days, of course.
12-17-2017, 10:16 AM
#27
Line Holder
Thread Starter
Joined APC: Jul 2015
Posts: 34
extendable length landing gear
Boeing can extend the length of the 737MAX by employing an adjustable length gear. For takeoff, the gear strut would increase in length to prevent a tail strike on rotation. Upon gear retraction, the gear would shorten to a length where it can be stowed in the normal gear wells. After landing, the gear struts would shorten so the jetway can be used just like a normal 737.
Aircraft landing gear with integrated extension, retraction, and leveling feature
US 7942366 B2
Abstract
Electrically controlled and/or actuated landing gear mechanisms are presented that allow for adjustment of aircraft attitude on the ground as well as for retraction and extension of the landing gear in a single unit. Most preferably, the electric actuator is positioned within the diameter of the strut to thereby form a compact and load bearing structure.
Aircraft landing gear with integrated extension, retraction, and leveling feature
US 7942366 B2
Abstract
Electrically controlled and/or actuated landing gear mechanisms are presented that allow for adjustment of aircraft attitude on the ground as well as for retraction and extension of the landing gear in a single unit. Most preferably, the electric actuator is positioned within the diameter of the strut to thereby form a compact and load bearing structure.
12-17-2017, 11:45 AM
#28
Gets Weekends Off
Joined APC: Jun 2010
Position: DOWNGRADE COMPLETE: Thanks Gary. Thanks SWAPA.
Posts: 6,615
Originally Posted by Ivana Humpalot
Boeing can extend the length of the 737MAX by employing an adjustable length gear. For takeoff, the gear strut would increase in length to prevent a tail strike on rotation. Upon gear retraction, the gear would shorten to a length where it can be stowed in the normal gear wells. After landing, the gear struts would shorten so the jetway can be used just like a normal 737.
Aircraft landing gear with integrated extension, retraction, and leveling feature
US 7942366 B2
Abstract
Electrically controlled and/or actuated landing gear mechanisms are presented that allow for adjustment of aircraft attitude on the ground as well as for retraction and extension of the landing gear in a single unit. Most preferably, the electric actuator is positioned within the diameter of the strut to thereby form a compact and load bearing structure.
Aircraft landing gear with integrated extension, retraction, and leveling feature
US 7942366 B2
Abstract
Electrically controlled and/or actuated landing gear mechanisms are presented that allow for adjustment of aircraft attitude on the ground as well as for retraction and extension of the landing gear in a single unit. Most preferably, the electric actuator is positioned within the diameter of the strut to thereby form a compact and load bearing structure.
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