Morbid curiosity. Upgrade times?

I heard the pilot who lied about her third world country background history (the one who claimed she landed in Florida with no money in her pocket and had to call 9/11 to get a cab to her flight school) got 757/767 Capt.
 
Maximilian_Jenius said:
@Derg met with Bastian. I'm trying to get him to use his newfound clout to finagle a 787-9 order as a 767 replacement. Stay tuned.



So not true! But just like Apple vs Android. Obnoxious Apple fan boys pushed me over to Android. Likewise the seemingly aggressive tray table mafia on forums in foresight makes me have similar feels. But that 350 got an ugly face, but I still dig her tho. Tray table an all.

Who will be the first to think I'm serious and post saying stick with getting your CFI first, before worrying about tray table, vs 737. :rolleyes:
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These are important decisions. I’d kill for a tray table when we’re bouncing along over the Rockies and I’m trying to eat my catering.
 
Maximilian_Jenius said:
And a 320/321 would kill to get above FL330! :D o_O

Or so I hear.
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Shade! I’ve rode in the JS and seen it struggle with a full load. I had a 75 struggle to get up to 350 though. Should’ve known when the captain said “ok we’re going to use up just about all the runway on this T/O roll”.
 
ASpilot2be said:
You also had the NEO.
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BobDDuck said:
I thought the issue on the CEO was the wing, not the engine.
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True. I will get back to you in a few months when I can compare. Sometimes there's a difference between what the box says we can get to and what we actually achieve. Especially in Vegas in the summer.
 
ASpilot2be said:
True. I will get back to you in a few months when I can compare. Sometimes there's a difference between what the box says we can get to and what we actually achieve. Especially in Vegas in the summer.
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ISA shouldn't really be that much different at altitude over Vegas versus anywhere else within several hundred miles. On the ground, and with your initial climb gradient, for sure, but once you get into the trop is should stabilize.
 
BobDDuck said:
ISA shouldn't really be that much different at altitude over Vegas versus anywhere else within several hundred miles. On the ground, and with your initial climb gradient, for sure, but once you get into the trop is should stabilize.
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True. I honestly don't fly the 321 very often, let alone heavy. I am probably recalling things wrong.

I have been reading about differences in the NEO vs CEO, and I am surprised it's a heavier plane with negligible increase in thrust.
 
BobDDuck said:
I was often within a few thousand pounds of MTOW in the 321 and never had issues getting to 35 or 36.
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A 321 isn’t going to 360 near MTOW. Even 35 is unlikely. More like 33/34 to start and then up. The Neo seems worse actually, more anemic at altitude. The coffin corner seems tighter as well on the NEOs at comparable weights.

Just going off memory but 175,000 lbs seemed when the box would like FL350.
 
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roundout said:
The 320 LEAP NEO is rated at less thrust than the CEO. Is this the case with the 321 as well?
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As you know both CEO and NEO come with two engine options. And both have varying amounts of thust depending I suppose on the airline's wish. As far as I know our (B6's) NEO (P&W) 321s have 33,100lbs of thrust. The IAE is the V2533-A5 also with 33,000lbs. Now don't ask me how much thrust they produce as altitude varies and temp. Just purely anecdotal but it seems the CEO's do better up higher in terms of oomph.
 
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