winginit wrote:While it's anecdotal, DL's 739s to Hawaii from LAX the past few months have had a dreadful time due to abnormally strong outbound winds, and I saw first hand some days upwards of 30 passengers being bumped and re-accommodated on HA. Issues with AA's 321s as well.
berari wrote:Is this DL1724? Can someone explain to me why both SLC-EWR and EWR-SLC have the same DL1724 flight number? Is this new with DL?
MSJYOP28Apilot wrote:When talking about MTOW and weight restrictions there are several different ways of looking at it. There is takeoff performance MTOW which is the most limiting of the climb and runway limited weights. There is maximum structural takeoff weight. There is maximum ramp weight. Maximum zero fuel weight. MTOW limited by maximum landing weight. MTOW limited by fuel requirements. MTOW limited by MEL requirements.
While EWR-SLC may not seem like a route that is pushing the limits of the 737-900ER, there are many factors in play. With ATC constraints, the flight may have to stay a low altitude until getting past the ZNY/ZOB constraints which adds fuel. Turbulence at higher altitudes means needing the fuel for a lower altitude if lower altitudes are smoother. At EWR, ATC often changes re-routes for weather so adding more on top of what you need is a good idea but it limits your payload due to landing weight limits if you end up not needing it.
Another factor is that SLC is rather isolated in terms of alternate airports. Currently, SLC has rain, snow and some lowered visibility and ceilings forecast. Depending on regional weather, you may need to use LAS, DEN, BOI which are longer alternates and this will hurt you big time on both structural MTOW, max ramp, and max landing weight.
One thing to remember is when there are thunderstorms, ATC may throw out an incredibly long re-route that the carrier has to fuel for and takes off with as their routing. However, once the aircraft gets passed the constrained area it is very common to get a direct routing. So a flight may have been weight restricted not because of landing weight but because of structural MTOW but with a more direct routing it may not seem as if the flight was getting close to fuel and performance limits.
I doubt at EWR on the parallels that MELs would be a major issue. Those long runways shouldnt be a problem for most MELs and CDLs. 11/29 might be a different story though as it is shorter.
StationAir wrote:Currently sitting in a new Delta 737-900ER awaiting to travel from KEWR to KSLC. Stormy day here in NY. Plane departs and we go back to the gate for more fuel due to a route change. Once at the gate, cargo came off (mail) and 15 "volunteer" passengers. Hard to believe this plane (I note the ER design) has to load restrict for a 2,000 mile trip. Delta used to fly this route with 757's.......
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