The JT9D wasn't remotely close to 10 years old at the time. The 7R4E had some differences but it was still a JT9D. but if we pretend it was this efficient bad ass of an engine, then why would Pratt spend the money to replace it so quickly with the 4000? Some quick googling says the 4000 is 7-10% mo...
Jump to postI never said it was a bad engine, it's quite reliable actually. It is however grossly inefficient. THAT is reason enough to dump them; Low seat count, inefficient engines. Quite the revisionist-history take on all that. You're saying "grossly inefficient" from the lens of 2023, looking ba...
Jump to postI'm gonna go against the conventional wisdom, and say shoot for what you want to do. Even if it's the 'risky' option, not the 'safe' one. If you want to go to school for airline management, then go for it. Don't sell yourself short. In 2014, Jim Carrey made a commencement address at a University, wh...
Jump to post@Transpac Thx, from what approx date are these figures ? 1999-2000 @ Transpac Also the upgrade from JT9D-20 to the JT9D-20J at the NW DC10-40's seems to be in progress at the date of your listing. Question : Were the NW DC10-40 aircraft (all) original equipped with water injection ? As far as I kno...
Jump to postWhy are you asking questions about something from two decades ago that has no particular relevance? Either which way you accept an answer, these 767’s you write about have been retired and are no longer configured the way they were 20 years ago. Because it's possible for people to be interested in ...
Jump to postQuestion @Tranpac787 : Was the entire NW DC10-30 fleet powered by CF6-50C2 engines for fleet standarization or were the 590K aircraft powered by CF6-50C2B engines for better T/O performance below 79 degr F. ? Here's the information I have, which is over 20 years old. Maybe take it with a grain of s...
Jump to postAccording the Type cerificate the following NWA DC10-30 aircraft were structurally capable of the following MTOW's NWA - C/N - MTOW - Original customer 226 - 46583 - 572 K - Swissair 233 - 46640 - 565 K - Malaysia 234 - 46912 - 565 K - Korean 235 - 46915 - 565 K - Korean 236 - 46934 - 565 K - Korea...
Jump to postI don't remember any HNL-SYD flight during my tenure, but it's possible (year?). HNL-GUM existed for a couple of years on the 10. There was also a ANC-NRT on the 10 for a year. Here’s a timetable from 1992: http://www.departedflights.com/NW121592p9.html HNL-SYD ops split between 742 and DC10. Did N...
Jump to postDid NW at any time operate the few late build -30ERs on select “longer” DC-10 runs? Northwest had DC10-30's weighing 565.0, 572.0, 580.0, and 590.0. I'm assuming you're interested in the latter two, being the highest-weight ships: 580.0 226 (ex Swissair) 237 (ex Varig) 241 (ex Varig) 242 (ex Varig)...
Jump to postNo, they flew ORD-NRT with DC-10-40s in at least late 1973... with a traffic stop in ANC each way: No, they did not. Your schedule is from 1973. NRT didn’t even open until 1978. Your schedule would be for ORD-ANC-HND. By the by, the poster I replied to clearly specified “scheduled nonstop”, and is ...
Jump to postDL_Mech wrote:ATL-HNL (ship 737)and ATL-LGW, FRA,SNN,DUB,MAN,CDG were all frequent -250 destinations.
TheWorm123 wrote:Norwegian used a 737-800 to fly from Edinburgh to JFK in place of a 737 MAX 8
FWAERJ wrote:I see FWA-DEN in there
Neither Delta nor Northwest served LHR during the days of Bermuda II. Prior to 2008, Northwest and Delta only served LGW. The original two US carriers that could serve LHR were PanAm and TWA, later becoming United and American. After Open Skies in 2008, Northwest changed their MSP-LGW and DTW-LGW ov...
Jump to postORD-NRT was one of the longer flights for the -40s, but I'm not sure if that was the longest scheduled route. Northwest never used the DC10 on ORD-NRT. It only operated with the 747-200. Incidentally, ORD-NRT was planned as NW's first A340 route in the early 90’s, but that never came to pass. Serio...
Jump to postAt United we had the 2 weight version -30's, One was the 555K mgwt and the reset were 572K MGWT. the 555K airplane came from Pan AM via National airlines. the 572K airplanes came from CPAir and a few former Laker airplanes as well United actually had 3 weight variants: 555.0 (x1) (ex-PanAm) 1855 57...
Jump to postWas there a higher than 572k option available for civil aircraft ? I thought I had seen a 580k option at one point Northwest had several IGW DC10's. They had quite the unique fleet; both their Dash-40's, and the later-acquired Dash-30's from the used market. Their Dash-40's had two main variants wi...
Jump to postYou seem to be literally using the word theory there What did you expect him to do, quote the non-existent official probable cause?? Of course he'd use the word 'theory'... “used in describing what is supposed to happen or be possible, usually with the implication that it does not in fact happen” A...
Jump to postL10 (even the L15) was not able to fly trans-Pacific and Asia-Europe routes like the DC10-30ER does. The L1011-500 was absolutely able to fly trans-Pacific routes. United operated them on SFO-NRT, SFO-OSA Delta operated them on PDX-NRT, PDX-SEL Standard DC10-30’s (non-ER variants) routinely crossed...
Jump to postPHX is also one of AA's most profitable hubs. PHX isn’t even in the top 3 of AA’s most profitable hubs. “The best hubs we have are Dallas/Fort Worth, Charlotte and Washington National in terms of profitability, American CEO Doug Parker told investors earlier in November” https://thepointsguy.com/ne...
Jump to postNorthwest DC10's routinely operated to/through Asia. Even in their final years at Northwest, they operated PDX-NRT prior to the A330-200's being delivered, and even SFO-NRT after the 747-200's began their final drawdown. I have a couple old Northwest timetables, showing them operating HNL-NRT, HNL-K...
Jump to postThis website has all the Boeing Airport Compatibility manuals, for most Boeing and McDonnell Douglas types. It should have most of what you're looking for, dimensions and weights wise. https://www.boeing.com/commercial/airports/plan_manuals.page Here is a direct link for the 747-400 manual: https://...
Jump to postThe 747-400D retained the typical max zero fuel weight of 535.0, same as the other base-model variants. The max gross takeoff weight was considerably less, though; 600.0, compared to the usual 870.0 or even 875.0 Length was exactly the same, at 231ft and change. Wingspan was a bit smaller, however. ...
Jump to postAnecdotally, Northwest used the 747-100 on MSP-NRT in a pinch, but at a steep payload penalty. LAX-NRT was about the furthest they tried to schedule the 747-100. To compare the ranges: LAX-NRT: 4737nm (8773km) MSP-NRT: 5170nm (9576km) JFK-TLV: 4934nm (9137km) So, JFK-TLV is possible on a 741, but at...
Jump to postMastaHanky wrote:Semi-related - did NW ever serve KHH? I imagine it would have been around the same timeframe.
Did anyone actually read the timetable provided in the OP link?! It clearly shows that it was operated nonstop on the 747-400, both ways.
LAX-TPE / NW 67 / 130p / 615p / 744 (135)
TPE-LAX / NW 68 / 1145a / 900a / 744 (135)
It's possible it was summer-seasonal and only lasted one year.
we had 2 sp27's with he straight staircase up to the upper deck 150UA and 151UA 1 was sold to Dubai Air wing. I have no idea where the other went, 8647 147UA is now the NASA SOFIA 747 with the telescope in he rear cabin. I have no Idea where the other SP's went I'm not sure where you're getting tha...
Jump to postNOTAM’d closed to landing traffic [not departure traffic].
Jump to poststrfyr51 wrote:the 8 SP-21's and the 2 SP-27's flew SFO and LAX to Asia and SFO/LAX- to SYD/ AUK/HKG.
Surprised all those 741’s were kept with the -3A’s when an ‘easy’ conversion was available well before that. Or is that all the original frames and engine combinations? Airfleets lists all -100’s with the -7A’s. Also how many -100’s had the 750,000 gross weight limit rather then the 734,000 lb limi...
Jump to postDid the 747-222Bs have more range than the 747-SP27? Were the SPs three-class aircraft? That's never an easy question to answer with a simple black & white "yes" or "no". Is it range with max payload, range with max fuel, range with full cabin & bags, but no freight?? Et...
Jump to postHey all, I recently was given an old United 747 manual from the early 90's, and was intrigued at how varied and non-uniform the fleet was, in terms of weight & engine combinations. Most of the manual is dated 1991, just prior to United buying the 7 ex-QF 747-200's. It's those I'm most interested...
Jump to postFascinating, thank you for that post.
I'm legitimately surprised to see that AA had low-weight DC10's. There are a few photos of AA DC-10-10's in Europe.... I would have figured that AA had a few of their Dash-10's as the IGW version, with a max weight of 455.0 instead of the typical 430.0
Hey all, I'm wondering if anyone has information on the performance & limitations of the AA DC10 fleet. I recently came across a United DC10 manual, and was surprised to see how many different sub-fleets they had, in terms of weight/engine combinations. So, I'd be curious to know if anyone has f...
Jump to postThat made me laugh. Your enroute alts would never be any further than origin or destination alts so you would not need extra fuel for ETOPS. Ahh, if only flying were so simple. If you lose an engine at the equal-time-point, you will drift down to lower altitude, have substantially more drag in the ...
Jump to postHow far back are you interested in?? This page shows the entire AA international route network from 1991, back when they still had 747SP’s, and the MD11 was brand new.
https://www.routesonline.com/news/38/ai ... l-network/
The pilots shutting down the engine would have entailed stopping all fluids and air transfer between engine and frame. Are you saying that you know that they did shut it down? No, pilots never deliberately seize their engines on shutdown, as you suggest they should have. What do you even mean "...
Jump to postkiowa wrote:the delta crew did not shut down the engine?????
Interesting. I didn't know the 757 could do it. Especially in the summer with the heat and altitude of SLC. I thought they would just run it with a 763ER. Big drop in capacity. United used to use 757's on DEN-HNL just a few years ago, during the off-season months. To the other islands, as well. Int...
Jump to postDo any Euro carriers offer extended legroom for the narrowbody Biz seats, or are they all uniform seat pitch throughout the cabin now??
Jump to postVarsity1 wrote:zuckie13 wrote:It looks to me like they didn't end up sending that plane to CDG. Why couldn't/didn't they quickly rustle up a crew at DTW to finish the trip?
I don't think DTW is a 767 crew base, Just A330 and narrow bodies.
We converted the 757s for FedEx here in Mobile. I was actually part of that. FedEx wanted 119 aircraft, that's what they got. There are no plans to add anymore to their fleet. As stated earlier, the life for cargo planes is much longer than for passenger service planes, so they will be flying for F...
Jump to postI think an important distinction in this question, is if you're looking for frequency or capacity?? Stations like the above-named IND and CMH do have a lot of frequency, but a lot of those flights are CR7's and E75's. On the flip-side of this, stations like DEN have 30+ daily flights and almost enti...
Jump to postThis page may be of some assistance to you, giving exact timeframes (and type of 747.... -100/200, SP, or 400) that operated United's various domestic and oceanic routes, over the years. https://www.routesonline.com/news/38/airlineroute/275587/united-airlines-boeing-747-network-1970-2017/ Scroll dow...
Jump to postmention how it allowed Northwest to begin DTW-NRT direct flights. Thanks in advance! Northwest had actually served DTW-NRT for years, using 747-200, long before the 747-400 joined the fleet in 1989. Northwest also used their 747-200's on the longer routes of JFK-NRT and even JFK-OSA (before KIX was...
Jump to postHere’s the Denver page of the OAG from 1991 and 1995. Domestic only in ‘91 and in ‘95, the only international was MEX. http://www.departedflights.com/DEN91intro.html http://www.departedflights.com/DEN95intro.html Since those are for the “North America” OAG, they would only indicate international fl...
Jump to postAccording to Departed Flights, United used 727’s into ISP as late as 1985:
http://www.departedflights.com/ISP85intro.html
To be clear, do you mean Denver Stapleton, or the new DIA airport??
Stapleton’s final day of operations was Monday, 27 February 1995. The last flight out was a Continental DC10, bound for LGW.
THANK YOU! So per that sheet, the 122 (Ex-UA) planes were the ones in the South American Config: N4703U Clipper Nautilus N4704U Clipper Belle of The Sea N4710U Clipper Sea Lark N4711U Clipper Witch of The Wave N4712U Clipper Tradewind Having said that, this youtube video clearly shows a 100 (three ...
Jump to postThis may be true- but very illogical if so. If it was named after a South American city and primarily served it, I find it extremely hard to believe that the plane would be in a standard config as they were trying to pull additional first/clipper revenue out of these S.A. flights- similar to what t...
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