Tango-Bravo
Topic Author
Posts: 2887
Joined: Sun Jun 17, 2001 1:04 am

NW/DL 757-251s 5500 Vs. 5600 Series?

Sun Feb 14, 2010 4:40 am

While ex-NW 757-251s can easily be identified by different door arrangements as to whether they are 5501-5534 or 5635-5657 airframes... is there any difference between the 5500 and 5600 series with regard to performance? ...if so, what are the differences?
 
Transpac787
Posts: 1349
Joined: Mon Jul 30, 2007 12:47 pm

RE: NW/DL 757-251s 5500 Vs. 5600 Series?

Sun Feb 14, 2010 5:34 am

Quoting Tango-Bravo (Thread starter):
is there any difference between the 5500 and 5600 series with regard to performance? ...if so, what are the differences?

The 75A ships, those with winglets at 16J/144Y configuration, have a 255,000# MGTOW while the domestic 755's and 756's all have reduced certified MGTOW's for cost savings.

I'm not sure if DL up-rated the motors, but the domestic 755's and 756's also had de-rated engines for fuel savings as the NW 757's didn't operate any especially-long routes - DTW-SFO being about the longest they'd regularly do, save for the seasonal Alaska flights.
 
Tango-Bravo
Topic Author
Posts: 2887
Joined: Sun Jun 17, 2001 1:04 am

RE: NW/DL 757-251s 5500 Vs. 5600 Series?

Mon Feb 15, 2010 2:46 am

Quoting Transpac787 (Reply 1):
The 75A ships, those with winglets at 16J/144Y configuration, have a 255,000# MGTOW

So are these the 757s used on some of DL's trans-Atlantic routes? Also...is there any advantage to DL in using 5600 rather than 5500 (or v.v.) series 757s on their year 'round MSP-ANC and seasonal MSP-FAI and DTW-ANC non-stop flights?
 
KingFriday013
Posts: 879
Joined: Fri May 18, 2007 7:56 am

RE: NW/DL 757-251s 5500 Vs. 5600 Series?

Mon Feb 15, 2010 7:10 am

Quoting Tango-Bravo (Reply 2):
Also...is there any advantage to DL in using 5600 rather than 5500 (or v.v.) series 757s on their year 'round MSP-ANC and seasonal MSP-FAI and DTW-ANC non-stop flights?

FYI: I was just thinking about treating myself to a trip to ANC this April, and MSP-ANC and back were shown as being 5500-series 757s according to the seat maps.

-J.
Tho' I've belted you an' flayed you, By the livin' Gawd that made you, You're a better man than I am, Gunga Din!
 
n7371f
Posts: 944
Joined: Fri Jul 04, 2008 3:54 pm

RE: NW/DL 757-251s 5500 Vs. 5600 Series?

Wed Feb 17, 2010 10:36 pm

Quoting Tango-Bravo (Reply 2):
So are these the 757s used on some of DL's trans-Atlantic routes? Also...is there any advantage to DL in using 5600 rather than 5500 (or v.v.) series 757s on their year 'round MSP-ANC and seasonal MSP-FAI and DTW-ANC non-stop flights?

The 75A's were reconfigured specifically for Atlantic operations a few years ago out of DTW. As previously mentioned, their MTOW was increased and the PW2037's had their thrust increased. On the inside NW removed three rows of coach seating for Y144 and converted the front cabin to 16 business class seats. They were also given winglets and made ETOPS.

Right now the 75A's are doing some trans-Atlantic runs, some runs out of NRT and they show up domestically too. Right now a 75A is running MSP-PDX-HNL.

Come the summer, based on Delta's current schedule, nearly all of the 75A's are going to move to JFK and run trans-Atlantic. JFK-SEA is also tentatively showing (2) 75A's this summer. Of course DL is notorious was last second schedule tweaks.

As for you second question...I don't really think so - NW has run 5500's for years on MSP/DTW-ANC and MSP-FAI. But if DL has/or will change the MTOW on the remaining non-ETOPS 5600, they probably would notice some small improvements. I've had several conversations with NW 757 pilots over the years and they've all commented on how a fully loaded 757 can run MSP-ANC in the dead of winter against the winds just fine - 5500 or 5600. The 757 when it first came out was considered a rocket!

Anything domestically in the past with NW was interchangeable between the 5500/5600. I flew on many flights where the flight was swapped at the last moment from a 5500 to a 5600 and vice versa.
 
Western727
Posts: 1428
Joined: Wed Jan 03, 2007 12:38 pm

RE: NW/DL 757-251s 5500 Vs. 5600 Series?

Sat Feb 27, 2010 7:45 pm

Quoting n7371f (Reply 4):
the PW2037's had their thrust increased

To PW2040 specs? Or even PW2043 (if that's even possible with the same 2037/40 hardware)?

Quoting n7371f (Reply 4):
Anything domestically in the past with NW was interchangeable between the 5500/5600. I flew on many flights where the flight was swapped at the last moment from a 5500 to a 5600 and vice versa.

Ditto. As I understand it the range and capacity are the same between the 5500s and 5600s as they left the factory with the only difference being the 8-versus-10 doors which afforded a slightly greater pax capacity for the 10-door 5600. Further, I believe that once the 10-door config was realized in the (IIRC) mid-80s, little or no customers ordered 752s with the 8-door config.
Jack @ AUS
 
Transpac787
Posts: 1349
Joined: Mon Jul 30, 2007 12:47 pm

RE: NW/DL 757-251s 5500 Vs. 5600 Series?

Sat Feb 27, 2010 10:03 pm

Quoting western727 (Reply 5):
To PW2040 specs? Or even PW2043 (if that's even possible with the same 2037/40 hardware)?

No. Still PW2037.

NW ran the 757 fleet for a long time with derated PW2037's down in the ~34,000# thrust range. NW chose to do this given how they had no transcon routes or extremely performance-critical routes that they operated the 752's on. As such, the derate saved fuel and increased the life of the engine.

The 75A program and modifications only brought the engines up to the 37,000# trust rate. Given the configuration of 16J/144Y, PW2040 and certainly PW2043 were major overkill.

Quoting western727 (Reply 5):
with the only difference being the 8-versus-10 doors which afforded a slightly greater pax capacity for the 10-door 5600.

In practice, yes. In certification, no. The 8 main door model is certified to a higher max passenger load than the 6+4 model.
 
Western727
Posts: 1428
Joined: Wed Jan 03, 2007 12:38 pm

RE: NW/DL 757-251s 5500 Vs. 5600 Series?

Sun Feb 28, 2010 3:30 pm

Quoting Transpac787 (Reply 6):
NW ran the 757 fleet for a long time with derated PW2037's down in the ~34,000# thrust range.

Sensible, before the onset of the European hops, given NW's use of the 757 with all its 3 domestic hubs being in the (relative) center of the states rather than places like EWR, SFO or MIA which would help justify the need for PW2037s rated at 37k. Thanks for the tidbit.

Quoting Transpac787 (Reply 6):
In practice, yes. In certification, no. The 8 main door model is certified to a higher max passenger load than the 6+4 model.

Intriguing. Anyone know the max pax numbers for the 8 vs 6+4 models?
Jack @ AUS

Who is online

Users browsing this forum: No registered users and 14 guests