737-900 Wow!
03-07-2014, 05:06 PM
#151
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"The consensus here about the plane... underpowered and demanding of attention on landing, is true."
My point at the start of this thread.
And you are correct of all the airplanes I have flown the 757-200 is by far the most capable airplane ever. Now was it my favorite to pilot? No!
I never could understand how Boeing could take such a beautiful and capable airplane and make it fly like an old Ford pick up truck without power steering.
What I think happened is the Boeing company must of hired some layed off McDonald Douglas engineers to design the flight control system.
"The consensus here about the plane... underpowered and demanding of attention on landing, is true."
My point at the start of this thread.
And you are correct of all the airplanes I have flown the 757-200 is by far the most capable airplane ever. Now was it my favorite to pilot? No!
I never could understand how Boeing could take such a beautiful and capable airplane and make it fly like an old Ford pick up truck without power steering.
What I think happened is the Boeing company must of hired some layed off McDonald Douglas engineers to design the flight control system.
03-19-2014, 03:03 PM
#152
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I thought I would get another thread started to shake the tree a bit.
While commuting I have the great pleasure and opportunity to occasionally ride in the 737-900. The other day the flight was full, had some hold and alt fuel, and the adjusted approach speed was 170 knots (big headwind, 30 knots).
The crew did a good job of getting the airplane on the end of the runway without much of a flare/check (don't hit the tail) and with brakes 3, full reverse got it slowed down quickly. They even got the brakes off at the gate to save the tires from deflating.
As we were taxing in what bothered me was how Boeing could deliver such a compromised product to its customers. In my 36 years of aviation history, flying the big jets, I have never experienced an airplane which relies so much on the skill of the pilots to not "screw it up!" Now they are adding the new "scimitar" wing tips and I guarantee someone will do their best to grind one of them off in a crosswind landing.
For all you 737 pilots out there who fly the -900, be careful, the airplane will try to ruin your career.
While commuting I have the great pleasure and opportunity to occasionally ride in the 737-900. The other day the flight was full, had some hold and alt fuel, and the adjusted approach speed was 170 knots (big headwind, 30 knots).
The crew did a good job of getting the airplane on the end of the runway without much of a flare/check (don't hit the tail) and with brakes 3, full reverse got it slowed down quickly. They even got the brakes off at the gate to save the tires from deflating.
As we were taxing in what bothered me was how Boeing could deliver such a compromised product to its customers. In my 36 years of aviation history, flying the big jets, I have never experienced an airplane which relies so much on the skill of the pilots to not "screw it up!" Now they are adding the new "scimitar" wing tips and I guarantee someone will do their best to grind one of them off in a crosswind landing.
For all you 737 pilots out there who fly the -900, be careful, the airplane will try to ruin your career.
03-19-2014, 05:46 PM
#153
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03-19-2014, 06:41 PM
#155
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I flew with many a Captain who cut their big jet teeth on the DC-8 and loved every product which came from the McDonnell Douglas factory. They would say things like "it flys like a real airplane" and such. I just never got it, but I also like flying "FiFi," so that probably says way too much.
03-20-2014, 06:03 AM
#156
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MacAir (not sure how to spell that) jets had a couple of very bad characteristics, not the least of which was the propensity to self-immolate and self-destruct. I remember UAL's doors and evac training had lots of pictures of burning airplanes on the ground. I remember noting that they seemed to be mostly DC-9's and 10's.
They might have flown well, but they went out of the commercial aircraft business for a reason.
I think the 900ER was a mistake. I think the scimitar winglets will get a new nick-name fairly quickly - curb feelers.
They might have flown well, but they went out of the commercial aircraft business for a reason.
I think the 900ER was a mistake. I think the scimitar winglets will get a new nick-name fairly quickly - curb feelers.
03-20-2014, 10:15 AM
#157
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I flew with many a Captain who cut their big jet teeth on the DC-8 and loved every product which came from the McDonnell Douglas factory. They would say things like "it flys like a real airplane" and such. I just never got it, but I also like flying "FiFi," so that probably says way too much.
03-20-2014, 10:30 AM
#158
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Posts: 1,083
MacAir (not sure how to spell that) jets had a couple of very bad characteristics, not the least of which was the propensity to self-immolate and self-destruct. I remember UAL's doors and evac training had lots of pictures of burning airplanes on the ground. I remember noting that they seemed to be mostly DC-9's and 10's.
They might have flown well, but they went out of the commercial aircraft business for a reason.
I think the 900ER was a mistake. I think the scimitar winglets will get a new nick-name fairly quickly - curb feelers.
03-20-2014, 10:38 AM
#159
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I flew with many a Captain who cut their big jet teeth on the DC-8 and loved every product which came from the McDonnell Douglas factory. They would say things like "it flys like a real airplane" and such. I just never got it, but I also like flying "FiFi," so that probably says way too much.
03-20-2014, 03:24 PM
#160
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[QUOTE=XHooker;1606551]Not saying you're wrong, but the only thing I can think of off the top of my head that was a design problem was the hydraulic line placement that caused the UAL Sioux City mishap and even that might have been just a freak accident that could have happened to the L1011.
Doubtful it could have happened to a L1011. It had 4 hyd systems instead of 3 and one of them was fused to isolate the tail in case of a explosion in the number 2 engine. Hyd line routines were also split unlike the ten.
Doubtful it could have happened to a L1011. It had 4 hyd systems instead of 3 and one of them was fused to isolate the tail in case of a explosion in the number 2 engine. Hyd line routines were also split unlike the ten.
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