Also, from the pilot's perspective, painting "ETOPS" by the nose gear has absolutely no bearing on whether or not the aircraft is ETOPS-approved. I beg to differ. If the Aircraft is equipped for ETOPS, Maintained Per ETOPS. And? Has the required Maintenance and checks Prior to going ETOPS...
Jump to postI *think* some 739ER do and some don’t. I believe there is an ETOPS painted on or around the front gear door for those that do. You can also tell in the cabin if there is the life raft bin on the ceiling. Life raft has nothing to do with whether aircraft is ETOPS or not, just whether it's overwater...
Jump to postKFTG wrote:9ER sims have been at TK a few years now.
Two Max simulators coming online this week. Would that be two more simulators? UA was already flying the MAX before it was grounded. Did they have a MAX simulator before or was all the training previously done in an actual airplane? Training? There was no training other than an iPad CBT. The first ...
Jump to postThe other issue that I see as being possible, but since I am absolutely no expert in this I would like both pilots and engineers to comment on, is the hypothetical performance of a 739 freighter. 739s, even the ERs, have a reputation for being total runway hogs. My understanding is this is in part ...
Jump to postfightforlove wrote:I have a friend who's a United pilot on the 757/767, and he's getting laid-off. I think we can expect to see substantial cuts to the 757/767 fleets.
There has been zero official aircraft retirements, just long term storage of the 752 and 764’s. Not sure where everyone is getting this from I think you're looking at it the wrong way. Every airplane that is in long-term storage in ROW or whatever is a candidate for retirement. We just won't know f...
Jump to postThere has been zero official aircraft retirements, just long term storage of the 752 and 764’s. Not sure where everyone is getting this from I think you're looking at it the wrong way. Every airplane that is in long-term storage in ROW or whatever is a candidate for retirement. We just won't know f...
Jump to postIt would take YEARS to retrain 5000 pilots with the United pilot training center running at full capacity. And that's not even considering that there are many instructor pilots in the bottom third of the list that would also have to be replaced. FWIW, a pilot can be trained on a new aircraft in abo...
Jump to postAs a pilot, I dont think many of you posting understand the severity and time involved in this. They are displacing close to 5000 guys. The assumption being that come Oct 1, close to that number off the bottom are on the street. 33 percent or so of their list. You guys talk about aircraft retiremen...
Jump to postA 739ER can't do the flight westbound nonstop with any decent payload. For a 738 to make it westbound all the stars have to align, meaning no storms can be in the flight path, the flight plan can't deviate into Canadian airspace, the winds aloft have to corporate. Anything that increases the fuel b...
Jump to postThe amount of money that these displacements will cost is massive. They are making the moves for three reasons, in my opinion: 1. Realign the network for expected Summer ‘21 flying. 2. Drive as many pilots as possible to the lowest paying categories. Therefore, once CARES act provisions expire, pilo...
Jump to post727LOVER wrote:DFW has 3 FAA towers? WOW
Any other airports have more than one?
In fact the Max 7 (or the whole Max family) is not operable on short runways of domestic/regional airports. Minium runway length for take-off of some 120-150 seats airframes: Boeing 737-7 MAX : 7000 ft | 2100 m Embraer E190-E2 : 4760 ft | 1450 m Airbus A319-100 : 6070 ft | 1850 m ||| The neo and ce...
Jump to postACA772LR wrote:All of this and DL wants to downsize their fleet, makes no sense
tphuang wrote:If UA is requesting to exempt SJU, why are they still scheduling in to all these other non-domestic Caribbean VFR markets? It makes no sense to me.
They're paying them all their scheduled hours to stay home. CARES or not, that's a fantastic move, and I hope we'll see other carriers follow suit. They have no choice if they take the grant money. Neither does any carrier. They will all take the grant money, so therefore the employees will collect...
Jump to postCash Dividends trigger income tax obligations immediately for shareholders. Growth in their share value is not taxable right away, and is taxed at a lower rate than ordinary income. A buyback is, in theory, better than a dividend for this reason. But if shareholders are going to be cleaned out then...
Jump to postI have heard that United plans to park 100 to 200 airplanes. Yet, the Company has not said anything publicly. They announced a massive schedule reduction. I think it stands to reason that an equivalent amount of airplanes will be parked. They are probably not permanent, but depending on how the sit...
Jump to postIt's really simple. Imagine a made-up airline with 6 pilots and 3 fleet types, and assume all captains are senior to FOs: B737 1 CA (seniority #3) 1 FO (seniority #6) A330 1 CA (seniority #2) 1 FO (seniority #5) B747 1 CA (seniority #1) 1 FO (seniority #4) The airline decides to park the 747 fleet. ...
Jump to postBad info, both CMT and XJT pilots are represented by ALPA.
Jump to postAnyone know if UA is planning on retrofitting the incoming WN 737-700s with split scimitars? I noticed that only one of the 19 aircraft they are slated to receive already has them - the rest still have the regular blended winglets. The WN -700 also were not ETOPS. Will united make them ETOPS in the...
Jump to postWhile I agree with you that for the foreseeable Ua will focus on its hubs I’m not so sure how much growth there can be, LAX/EWR/SFO are all maxed out, DEN is going to be maxed in 2025, IAD needs a new facility, and ORD is also constrained. Perhaps down the road we see UA begin to build up a new cit...
Jump to postAnyone know if UA is planning on retrofitting the incoming WN 737-700s with split scimitars? I noticed that only one of the 19 aircraft they are slated to receive already has them - the rest still have the regular blended winglets. Great question. I spoke with one of my old CO/UA comrades this past...
Jump to postOne feather in IAD’s cap is it’s one of the few airports that are neither gate nor runway constrained. A and B have many, many gates unused during the day and 1L/19R was opened right before air travel took a hit at the end of the 2000s. Point being, it makes it very easy to expand from an airline’s ...
Jump to postYes they are still in the fleet and operational. And still have the same performance limitations. , Yup, 737-900 was a stretch of the -800 with no increase in gross weight. The -900ER was a stretched -800 on steroids, compared to the -900. # 412 was in MCO with a pretty new glossy paint job. UAL......
Jump to postBNAMealer wrote:An A223 order to supplement the A319s would be awesome. This could trigger more E75s being added.
Without wanting to bring politics into this, let's be real. The US government doesn't give a rat's ass about ''the consumer''. They only want what's in their own interest. And that means, like someone else said, not allowing foreign airlines to compete on domestic routes because their service is fa...
Jump to postGot it! Thanks! I always struggle to understand ANYTHING about scope clauses, especially the ratio aspect of how many RJs (or 70 pax jets) are allowed per mainline. I understand parts of it and sometimes why, but it’s really the “WHY?” part I don’t understand and how it’s agreed to. It feels more l...
Jump to postSeriously though, one of the many failures of American capitalism is the lobbyist-owned government’s refusal to break up the virtual monopolies or duopolies that exist across industries, including airlines. Wealthy shareholders win, passengers lose. In other industries, sure. But there’s no logical...
Jump to postUA probably want some minor changes that make sense and doesn't harm pilots. Allowing the 76 seat 175 E2, which would bring a quieter, more efficient aircraft into the fleet w/o changing numbers of total E175s. And how about some minor relief to allow more than 70 additional 76 seaters if the 220 o...
Jump to postUA probably want some minor changes that make sense and doesn't harm pilots. Allowing the 76 seat 175 E2, which would bring a quieter, more efficient aircraft into the fleet w/o changing numbers of total E175s. And how about some minor relief to allow more than 70 additional 76 seaters if the 220 o...
Jump to postNobody with an engine failure is burning fuel needlessly. It's land at the nearest suitable airport. Straight out of the Boeing FCOM. You do not care about landing weight, other than doing a performance calculation to determine that you can stop on the pavement. There will be plenty of maintenance w...
Jump to postI remember hearing the UA 737-10 is spec'd with at least 1 and perhaps a second aux tank. A necessity for winter westbound TCON and likely for KEF/DUB/SNN/GLA/EDI service. Why is there this myth that the 737 cannot do westbound transcons? The 739ER does it every day with no issues. The Max 9 burns ...
Jump to postdrdisque wrote:This cannot end in a strike because the United contract is not past its amendable date.
And hopefully the 10 737-700's from Western merger that are used for routes needing shorter T-O/Landing performance. The A220 can finally put an end to the lonely 10. What? Delta merged with Western in 1986. Delta bought the -700s for hot and high operations, which it excels at. But the two are now...
Jump to postBrakes off for Pushback is what ACARS records for Departure , That's what we're judged by. SOP, however, is no brake release until push clearance is received. Not every ramp is controlled. Therefore it's a push at a pushback drivers discretion. Brakes off are how it's recorded. The push is never at...
Jump to poststrfyr51 wrote:Rdh3e wrote:UA does not use brake release for D:00 they use push back.
Brakes off for Pushback is what ACARS records for Departure , That's what we're judged by.
On the NGs, you can taxi with the left engine running and the APU running and use the APU bleed to power both packs; you'd need to turn off the left engine bleed, though. Sure but why would you do that. It just increases the risk you forget to turn back on the left engine bleed with no real benefit.
Jump to postDepending on the systems driven by the engine, usually there is a preferred engine to start when planned to single-engine taxi. On the 737, it’s the right engine because then the APU can provide air to the left pack, and the right engine to the right. If you taxi out on the left, the right pack is i...
Jump to postA 40% of mainline scope cap like what AA has does seem fair...but it would probably need some iron-clad language about parking RJs if the company parks mainline birds in a downturn. I can see how pilots would be worried about the company coming back and saying "we still need these smaller plan...
Jump to postI just wonder how many 737s UA would have to buy so that the pilots would realize new employment and people moving up the ladder is good for everyone. Why hold UA to purchase less profitable 100 seat aircraft as the way toward expansion? The AA 40% number seems to make more sense as the airline gro...
Jump to postOne could argue that the 737-9 is a throwback to the LUAL way, while the registration is just numbers, the nose number is 75xx. I’m sure there’s a reason why they started at 75xx rather than 70xx, but it is what it is. I’d imagine the 7xxx series will encompass the MAX fleet going forward (although ...
Jump to postNoticed this recently downloaded photo in the Airliner's database of American Airlines 767 N345AN stored at O'Hare. This is the aircraft which suffered an engine fire at O'Hare as AA 393 on 10/28/2016 5123749 Wondering where the a/c is parked - I haven't noticed it. The craft seems lightly damaged ...
Jump to postThis is where the unions could actually show some backbone and NOT defend a union member. But of course they wont because the member pays dues and so is effectively a customer, and you cannot publicly shame a customer.... unless you are a union member. Not to get in your way of union hatred, but a ...
Jump to postI don’t understand why Economy Basic is viewed by many as a bad thing when in fact it has opened up opportunities for families who live on very tight budgets to be able to fly? I can think of one old friend whose household income and family size would normally prevent them from all affording a visi...
Jump to postUsing the reduced thrust line is not a good barometer of the performance. That is the unbalanced field length to take adavantage of reduced engine thrust and available runway. Compare those to the MAX Thrust line and you see a relatively low set of numbers for V1,VR and V2. You would see a similar ...
Jump to postI'm looking at the most current contract in content locker dated Nov 2017. Page 21 doesn't specify E1 or E2. Where are you seeing this "E190" and "E195" were exactly the terms used back then. And it's still on the contract today, unchanged. It meant E1 back then. And it still me...
Jump to postVarsity1 wrote:I fly for a living as well, and I'd take the 737 every time. Sure, it's "loud" like some little girl pilots complain, but I don't have guess about what it's doing and the VNAV actually works.