SXDFC From United States of America, joined Dec 2007, 2137 posts, RR: 19 Posted (2 years 3 months 6 days 12 hours ago) and read 2368 times:
A week and a half ago marked my one year anniversary with WN, and within the last year I have learned ALOT about not only the Airline Industry but about the Boeing 737. Since Ive only worked on one a/c type, Id like to know if many of you could answer the questions about the plane(s) you work on in your airlines fleet. I will admit although working one a/c type makes things a bit easier, it most defiantly can get boring after a while!
1.) Which a/c types do you like/dislike having to work and why?
2.) Although kinda odd what does the bins of an A320, 757, 747 look like? I heard the 757s have a loading system in the bins ( cant find any pictures of it ).
3.) Since our -300s and -500s have two servicing points, is there any planes out there with more than one?
4.) Which planes does your airline load front heavy or rear heavy? Are there any special procedures involved in this ( such as leaving the rear stairs down on a 727,etc )
I figured I'd start this thread because ever since working as a ramp agent, I have always been somewhat curious as to the procedures,etc about other planes out there. Like I said although the 737 is a great plane, it sure can get boring after a while.. Also please feel free to add pictures or anything else as well to this thread.
ALL views, opinions expressed are mine ONLY and are NOT representative of those shared by Southwest Airlines Co.
cotparampguy From United States of America, joined Jul 2008, 216 posts, RR: 0 Reply 2, posted (2 years 3 months 5 days 18 hours ago) and read 2238 times:
I've worked almost all CO aircraft and now both B6 airplanes. I find the A320 is the best plane to load for me because you can easily do it with one man (if it isn't an SDQ flight or something.) The worst by far is the E190. The bin is just bad to work in. The fire extinguisher cages stick out way too far and I always slam my head on them. Not to mention the plastic on the floor breaks constantly and bags get caught on them.
That is the inside of an A319. The A320 has a little longer of a bin 3 (that's the bin he's stacking in) almost twice the size. The E190 is about half of that. The 757 is about the same size, just a bit wider and taller.
The 757-200s that CO operate have 3 lav servicing ports. One at the nose gear, one under the L2 door, and one at the rear of the plane.
HAWK21M From India, joined Jan 2001, 31457 posts, RR: 57 Reply 4, posted (2 years 3 months 5 days 9 hours ago) and read 2159 times:
Quoting DC8FriendShip (Reply 3): I've never seen the Magic Carpet. United has nesting systems- where there are several moving sections that fit within each other- on the 757 and A320.
UPS has rollers mounted in their 757 cargo pits.
The Magic carpet type is quite reliable......However the routing of the carpet has to be maintained clear/clean for it to function properly though.
Dalmd88 From United States of America, joined Jul 2000, 2449 posts, RR: 15 Reply 5, posted (2 years 3 months 4 days 21 hours ago) and read 2115 times:
DL had the magic carpet system in the 738, some 757 and the MD88/90. They removed the systems from the 738 and the MD88/90. Reasons I heard were the weight penalty and repair costs. The ex Song 757 planes still have them installed. The other 757 have the ACE loader system in the fwd hold which is a nesting system.
Dalmd88 From United States of America, joined Jul 2000, 2449 posts, RR: 15 Reply 7, posted (2 years 3 months 4 days 6 hours ago) and read 2047 times:
Quoting HAWK21M (Reply 6): True The Weight penalty involved is the reason most opt out of this system.
Weight saved when added up contributes to a significant amount of fuel saved over a long period of time
It is a trade off, The concept of the carpet is you can load with less ground staff and you hopefully see a reduction in ground staff injury rates. The flip side is the weight penalty and the rise of AMT injuries installing and removing the stupid thing. Removing the drive unit is a real pain.
exFWAOONW From United States of America, joined Nov 2009, 349 posts, RR: 0 Reply 8, posted (2 years 3 months 4 days 4 hours ago) and read 2033 times:
I loved working on the DC9-10. The rear bin floors hit me just below the shoulders, and the forward bins were even lower. It was easy to set bags from the bag cart inside without having to use the belt loader. Bins 3&4 in the back were so short, I could almost stack them standing on the ground. (it took some precision throwing ) Up front, I could pile a bunch in the doorway, climb in, and push them to the bulkhead and stack, get out, repeat. It was an intense workout, but I could load and unload the plane myself, if needed. Most of the time, though, we worked it with two ramp rats. On very rare occasion when we had three, it felt like a holiday.
The DC9-30 sat a little higher in the back, so it wasn't as easy to set the bags inside from the ground and the DC9-50 were even higher yet, with the floor at least eye level or higher. Depending upon the load, more often than not, we used a beltloader to get the bags up there.
The doors on the -10, -30, -50, -80 were almost always a snap to open. Just push in on the hub of the handle opposite of the handle to get the handle to pop out from being flush with the skin of the A/C, rotate the handle 90 degrees and push the door up into the plane until it hits the bin ceiling, rotate the handle back so the locking pins engage the blocks in the ceiling to hold it there. Then pull the inner "door" (hinged behind the blocks in the ceiling) up and lock it under the outer door. (this door had triangular pieces of canvas on the sides to keep bags out of the area needed to swing the outer door up) With practice, you could have the bin door open in about 5 seconds. The only trouble you had with this bin door system is when someone did a poor job of packing the bins and bags fell into the canvas and kept the outer door from swinging open. It was a bear to squeeze your arm into the gap in the door and wrestle a bag out of the way blindly, not knowing where to put it (where it fell from) so you could open the outer door the rest of the way.