Delta Flight Museum ATL

mikecweb said:
FTFY
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I googled that phrase; the 787 design test pilot I had brunch with two weeks ago (before he went up to his hangar at KPAE) said it was 65, so I'm quite certain that is the number that are not normal 787s. 65 "teenagers," whether or not they are all sitting at Everett in one area I'm not sure but that is the total number.
 
Nick said:
I googled that phrase; the 787 design test pilot I had brunch with two weeks ago (before he went up to his hangar at KPAE) said it was 65, so I'm quite certain that is the number that are not normal 787s. 65 "teenagers," whether or not they are all sitting at Everett in one area I'm not sure but that is the total number.
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10 787s are still awaiting re-work and are parked on Runway 11/29. The remaining 787s are either delivered(177), storage after testing(3), undergoing final assembly(13), or undergoing re-work(7).
While true there were a number of 787s that had to have re-work done to them after being pushed out of the assembly line the number has been slashed the past couple of years.
 
Trip7 said:
True. And apparently 10 of the MD90s already have GPS and Pegasus FMS.

Wish they could outfit the entire fleet with MD90 Engines and FADEC too
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But then it wouldn't be nearly as much fun every time you set the thrust for TO or deployed the thrust reversers. It's your very own surprise on every leg. Screw FADEC. Hell screw autothrottles and bring back the -9.
 
mikecweb said:
10 787s are still awaiting re-work and are parked on Runway 11/29. The remaining 787s are either delivered(177), storage after testing(3), undergoing final assembly(13), or undergoing re-work(7).
While true there were a number of 787s that had to have re-work done to them after being pushed out of the assembly line the number has been slashed the past couple of years.
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I taxiied by a whole bunch of "Boeing by Revell" jets parked. Couldn't count as I was busy driving the big jet.
 
Cav said:
But then it wouldn't be nearly as much fun every time you set the thrust for TO or deployed the thrust reversers. It's your very own surprise on every leg. Screw FADEC. Hell screw autothrottles and bring back the -9.
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Those 88 engines are like a box of chocolates, you never know what you're going to get!
 
SurferLucas said:
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But can we get it in this livery? :D
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Skeet.

Skeet.

Skeet.
 
Cav said:
@H46Bubba @Trip7 @Cptnchia Interesting encounter this morning. Was working a flt to ATL this AM and a man from first class came up to the flight deck and said he was enroute to TechOps to discuss the MD88/90 upgrade. I don't want to post the city or the vendor but basically he said that the current provider was not meeting our needs and his company was going to discuss updating our boxes. I asked him if that was a FMS only upgrade or a full panel upgrade and he stated that we want a full panel, which his company can do, but they typically just upgrade FMSs. This coincides with what I've heard from numerous people that an FMS with a GPS upgrade would satisfy NextGen requirements. My money is on that over a full panel upgrade.
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I'll try to dig into that one when I go back to work this weekend.
 
Maximillian_Jenius said:
Cool. It will be good to here a contrasting review vs. the 88.
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Not as different as many here would leave you to believe. I never touched one during training and hopped in one post OE and noticed no significant differences beyond the obvious engine starts and the fact that the engines are FADEC controlled and therefore more easily controlled. The elevator is hydraulically powered which makes it a bit more pitch sensitive but it's negligeable.

The differences between the 757-200 and 757-300 were much more pronounced IMO. Certainly less different than the 757 v 767. Neither the MD88 or MD90 is anything like the DC9. Common type my ass.
 
Cav said:
Not as different as many here would leave you to believe. I never touched one during training and hopped in one post OE and noticed no significant differences beyond the obvious engine starts and the fact that the engines are FADEC controlled and therefore more easily controlled. The elevator is hydraulically powered which makes it a bit more pitch sensitive but it's negligeable.

The differences between the 757-200 and 757-300 were much more pronounced IMO. Certainly less different than the 757 v 767. Neither the MD88 or MD90 is anything like the DC9. Common type my ass.
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What differences are there in the 752 vs. the 753? I'd think the main concern on the 300 would be a tail strike.
 
757-300 flies much more like a 767-300 than a 757-200. The 753 is fairly underpowered. Tail strikes are a concern but there's probably much more made of it than is reality. I can't say for certain but I believe the 767-300 has more than 757-300. That is probably partly due to a combined category where you have guys (like me) who flew the 757 90% of the time and then found themselves in a 767 with is MUCH lighter on the controls than the 757-200 during rotation and the domestic 767-300 with GE engines spool down much faster on landing than a P&W 757-200 where you can pull the power earlier on landing. Land a domestic GE powered 767 like a 757-200 and bad things can happen.

Oddly enough the most tail strike tendency airplane I ever flew was the DC-9-50. Do a flaps 5 takeoff in that thing or a slats extend/flaps 0 takeoff and the margins were extremely thin. Very experienced -9 guys were guarded on those. Never say never but hitting the tail on an MD88 or MD90 takes some work.
 
Trip7 said:
Those 88 engines are like a box of chocolates, you never know what you're going to get!
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Northernjets had quite the collection of -9s. -10s, -30s, -40s, -50s...

The -10s were little rockets. The -40s had, shall we say, a great passion for the earth.

The -30s, far the most numerous, had an interesting collection of engine intermixes. Some of the -30s had JT8-15s and aux tanks. They could scoot right on up there. But you also had -7s, -9s, -11s, -15s and -17s, and all manner of combinations. You could fly in trim, or you could fly in sync...but not at the same time.

RIchman
 
The -90 is a little louder in flight because of the VSCF scoops on the FO's side.

Wait… I'm a captain now, I can call them "co pilots" now! :)

Better electrical system and engine controls.

Back in the day, all of the -90s and some of the -88's had IRU's and the AHRS-only -88's had a nasty problem with map shift below 1000 feet.
 
Never been to the Delta facilities at ATL, but spent half a day yesterday at the Delta Air Lines training center in SLC.
 
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