Beachthing From United States of America, joined May 2004, 71 posts, RR: 0 Posted (8 years 8 months 1 day 16 hours ago) and read 2522 times:
Hi all.
I was watching from the new SMF garage the other day prior to my flight. The conga line of southwest aircraft were taking off southbound from the eastern runway. I was estimating the winglet examples were taking off at about 3500' based on the taxiways. It was a warm day and you can bet that those friday afternoon flights were very full. The 737-300s seemed to need about 750'-1000' more. Additionally, I noticed that the winglet aircraft used less distance between rotate and main gear off the ground.
It sure was fun to get a brand new aircraft for my flight to SAN. And yes, we sure did rocket off the ground!
SlamClick From United States of America, joined Nov 2003, 10062 posts, RR: 71 Reply 1, posted (8 years 8 months 1 day 15 hours ago) and read 2496 times:
Just don't forget that payload and fuel load driving the takeoff gross weight are probably the biggest factor in the variation you were seeing. Unless you know how many people and how much fuel was on each departure you cannot really draw any meaningful conclusions.
That said, not all NG aircraft have winglets and the NG are great performers.
Happiness is not seeing another trite Ste. Maarten photo all week long.
Beachthing From United States of America, joined May 2004, 71 posts, RR: 0 Reply 2, posted (8 years 8 months 1 day 15 hours ago) and read 2471 times:
Slam, point taken. Was just talking in general.
Most flights were going to, as furthest points, SEA, SAN, PHX, maybe even a Kansas City, I think, mixed in. So no huge amounts of fuel, but not too light either.
I think Aloha now flies nonstop to HNL; that would be interesting to watch take off.
OPNLguy From , joined Dec 1969, posts, RR: Reply 3, posted (8 years 8 months 1 day 15 hours ago) and read 2431 times:
There's another reason that the -700s jump off the ground. All the engines on the -700 fleet have been upgraded from 22,000 lbs of thrust to 24,000 lbs of thrust. These "24K" engines, in addition to the winglets, really make a difference...
Planespotting From United States of America, joined Apr 2004, 3438 posts, RR: 5 Reply 5, posted (8 years 8 months 1 day ago) and read 2156 times:
yes but WN's airplanes are all 24K, a recent upgrade that was just finished a month or so ago on all airplanes. the pilots especially love the 24K a/c with winglets.
OPNLguy From , joined Dec 1969, posts, RR: Reply 6, posted (8 years 8 months 23 hours ago) and read 2148 times:
Obviously, there are other more powerful CFM56 variants out there, and my not mentioning them wasn't meant to infer that they didn't exist. I only mentioned SWA's upgrade from 22K engines to 24K engines since it was in the context of the original poster's observations of SWA (any not anyone else's) aircraft..
>>>the pilots especially love the 24K a/c with winglets.
We love them too...
A couple of months back, before all the engine mods were done, I had three -700s coming off MDW for the west coast. One stock -700 (22K engines, no winglets). One -700 (22K engines WITH winglets). One -700 (24K engines, WITH winglets). Using the same runway/temps/pressures at MDW, the differences in max takeoff weights between the three different birds was quite noticeable. The weights on the flights with 24K engines were so much better that the flight went from being takeoff limited to being landing weight limited...
It's amazing to look back on the 737 family and see how they've "grown" the performance capabilities from the -100 with JT8D-7s to the present-day NG versions with winglets and assorted CFM variants...
Planespotting From United States of America, joined Apr 2004, 3438 posts, RR: 5 Reply 7, posted (8 years 8 months 16 hours ago) and read 2042 times:
So OPNLguy, i take it you are a dispatcher for southwest. I haven't made it to the dispatch area at HDQ yet but i am looking forward to getting over sometime in the near future.
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