717 question

TFaudree_ERAU said:
Is it really that much of a distraction to move one lever? It takes, what, three seconds at most?
Click to expand...

With the amount of movement going in in and around the gate, all attention is best spent trying to figure out which of the rampers is about to drive a bag cart into you. The wing walkers usually arent paying attention, so you need to be. Particularly in ATL with everyone driving in between the concourses in random trajectories, distractions of any kind are unnecessary.
 
TFaudree_ERAU said:
Is it really that much of a distraction to move one lever? It takes, what, three seconds at most?
Click to expand...

The flap handle on the DC-9/MD-80/717 is a big ol' pain. There are a lot of motions you have to do as well as to verify that the flaps are indeed moving.
 
Capt. Caucasian said:
The flap handle on the DC-9/MD-80/717 is a big ol' pain. There are a lot of motions you have to do as well as to verify that the flaps are indeed moving.
Click to expand...
Honestly though, you're pulling in to the gate. Do you really need to verify that the flaps are moving? If they fail for whatever reason, you're already on the ground, you're about to offload the people and you can call mx.

I still agree that it should probably be done earlier, but verifying flap movement really shouldn't be a priority at all at that point.

-mini
 
minitour said:
I still agree that it should probably be done earlier, but verifying flap movement really shouldn't be a priority at all at that point.

-mini
Click to expand...

Neither should moving the flap handle. That's why God invented the parking checklist.
 
Capt. Caucasian said:
Neither should moving the flap handle. That's why God invented the parking checklist.
Click to expand...

Thanks ATN I figured it may have something to do with the bigger engines. How much better is the fuel burn compared to the near bullet proof JT8D-9?

Capt Caucasian, they probably have it done on taxi in so it reduces the chance of a ramper getting a body part crushed in the flaps. I know it is a big deal in the 727 if we have to lower or raise flaps when parked. A crewmember must visually clear all the LED and FLAP areas prior to flap movement. It would be very easy to get someone caught in them or drop the flaps onto a piece of ground equipment.
 
ATN_Pilot said:
Depending on altitude, about 2400-2800/side. It's not bad. The 737 is more efficient on a per-seat basis, though.
Click to expand...

Dang...we do a tad over 3000 a side in the 757 and that's for 186 passengers.

The 767 "domestic" ships burn right at 5000 a side for 264 pax. Vroom!
 
Is there anywhere I can see a table of pax-mile or cargo-kg/mile efficiencies for different aircraft, I imagine the 737 would come out pretty near the top, but the DC9/717 seems to occupy a niche where nothing else can beat it.

Alex.
 
PeanuckleCRJ said:
Dang...we do a tad over 3000 a side in the 757 and that's for 186 passengers.

The 767 "domestic" ships burn right at 5000 a side for 264 pax. Vroom!
Click to expand...

Question:

What do you mean 3000 "a side" data states that the 757 engines are rated between 42-43,500 lbs. thrust each. Depending on mfg.

So, shouldn't it be 43,500 a side if you're running RR's for a combined thrust of 87,000 lbs thrust total?

:confused:
 
Maximillian_Jenius said:
Question:

What do you mean 3000 "a side" data states that the 757 engines are rated between 42-43,500 lbs. thrust each. Depending on mfg.

So, shouldn't it be 43,500 a side if you're running RR's for a combined thrust of 87,000 lbs thrust total?

:confused:
Click to expand...

ATN you beat me to it regarding pph

Max, when talking about lbs of thrust remember that is the max the engine can produce under specified conditions. Jet engines are normally only at max takeoff thrust for only a few minutes.
 
You must log in or register to reply here.
Back
Top