They are exploiting a loophole. The FAA is choosing to look the other way for now because they haven’t drilled one in yet. Congress’s mandate to use 1500 hour atps in the right seat made 29 seat 121 ops nonviable. With an approaching shortage of pilots, FAA saw this loophole as one way to make a sma...Jump to post
The exhaust pipes are aligned with the local airflow. Once the plane flies through rain and leaves some streamlines, you will see what I mean.Jump to post
“Not a chance of this thing flying pax in the US. Even with zero labor costs, 19 seats is not profitable under 121 regs, it's very simple.”
At least one us “airline” is managing to fly 29 pax scheduled ops under 135 (ie 250 hour copilots).
https://www.contourairlines.com/en-us/e ... route-map/
Dirt cheap gas favors older fleets. Despite the incredibly low cost to service AA's massive debt, incrediblier cheaper fuel cost are allowing DL to fly older planes without penalty. If you buy into all that gw talk, one could say future generations are subsidizing DL more than AA. If fuel costs rise...Jump to post
I correct myself. The engine is called TEO-540. Rated at 375hp for takeoff at 2575 rpm and up to 58” map for a bmep of 210 psi.
Like, wow! There’s no other certified production engines running at 210 psi on 100 octane fuel. R-2800s on dc-6/cv-440 were 240psi on 115 octane
Ok, I’ll speculate. Both Lycoming and Continental have tried to get “fadec” engines into service but they’re always “recalled” (using car terms now). When I saw the specs on ieo-580, I was surprised that they would try to go directly to full fadec. The engine needs fadec to achieve it’s performance ...Jump to post
The 777 enjoyed some engine eis serendipity that the 340 and MD-11 did not. The GE-90 was the most advanced engine at its eis, and came online fairly smoothly. IAE’s failure with the superfan permanently crippled the 340, and the late and underperforming RB-211 was the main factor in L-1011’s low sa...Jump to post
There have been 4 iterations of winglets for the 737 series. Each claiming, and generally being accepted as a progressive improvement in efficiency and/or takeoff weight capability. Evidence that all 737 wings have less than optimal span for fuel efficiency and/or max tow. Gate space, stage length, ...Jump to post
In addition to cutting 20 seats for scope, they had to cut 10,000 lbs out of the MTOW for scope. It's barely a 90 minute bird. And even at 90 minutes, with an alternate, they’re going to have to kick pax or bags off. They do have some routes over 2 hours, including RIC-ORD, ABE-ORD, and OKC-ORD. OK...Jump to post
93Sierra wrote:Yet the deuce is flying 2-2.5 hour flights now...?
quack, quack, quack. It is painful watching people speculate on a subject they have only keyboard warrior acquaintance with. No DC-3/C-47 engine is de-rated for 100ll. Specifically, the 1830-90/92s are rated at 1200hp for takeoff (1 min) 48"x2700 on 91/96 octane fuel. They climb just fine on on...Jump to post
Problem: 737, 50+ years old design not really suitable to update to modern standard. Solution: DC-9...….MD-90, de-dusting blueprints of another 50+ year old design. Except that the DC-9 was a great design and the 73 was the troubled bastard lowest common denominator of the 707 progeny that somehow ...Jump to post
“Flying in the US West will be so much more pleasurable and reliable with Compass out of the DL system.” I am an OO crewmember. DH’d on Compass several times in years past. I thought their pilots and FAs were outstanding. I’d rather travel in the back of a compass 175, than anybody’s 73. Also, the C...Jump to post
DC-3 range/payload/fuel burn “and my understanding is that a base DC-3 can move 10,000 lb of cargo about 900 nm” Those numbers would be for a turbo or super. Bow on a Doug is about 18,000, Mtow is 26,000-27,000 depending on the operator (or several thou more for some operations ;-). More like 24-25 ...Jump to post