Sad, that plane was a miracle of aviation engineering. I hope one of Putin's inner circle bumps him off.Sadly it has been confirmed as destroyed
World's largest cargo aircraft was destroyed during a Russian attack on an airfield, Ukrainian minister says
Multiple sources claimed that the AN-225 Mriya had been targeted while it was sitting in a hangar at the Antonov Airfield.www.businessinsider.com
They fly one of these from Houghton to Isle Royale all summer long here. This past year they brought another one on. The second one was painted like yours. It left late summer, while the regular one stayed here through September. The regular one goes down to FLA. and works down there through the winter.
Still in the Red Bull?
Winglets? They save fuel. On normally blocked flights. When you get into catch up mode on daily flying they don't save fuel. Flying faster than designed means they're not going to save fuel.
I beg to differ on the a320 winglets (actually called sharklets). There is a measurable performance difference between a classic 320 and a winglet 320. It climbs better. Can reach higher altitudes at heavier weights. Burns less and most importantly to me the safety margin between Vls and Vne is much larger (often called the coffin corner). In a classic at Fl 360 tHis corner is usually about 10-15 kts, with the winglet it’s like 20-25.
I would definitely not fly a CJ with tamarack winglets!
I meant the sharklets not recovering energy. The winglets do.
Just so we are clear, the standard a320 doesn’t have winglets. They have what I believe airbus calls gates. The sharklet’s are winglets like on any Boeing. For whatever reason airbus calls them Sharklets.
The 321 is a pig. I’ve never flown a 321 that doesn’t have the sharklet so I have no basis of comparison. But if the difference is like the 320 then I’d say yes, but either way it climbs like a rock above Fl 240.
I never worked on a 320 without sharklets. Didn't know they didn't have them to start with. I have seen the APB winglets (like 737) on the Airbus A320 family. I thought that was what you meant. I never worked on those.
They don’t even make them anymore without the sharklet. My airline actually developed the STC to have the old ones retrofitted. Went through all the testing and then never did it. We only have like 5 or 6 320’s with the sharklet. The rest are the original classic with the fence (as @BoilerUP corrected me to proper nomenclature). All our 321’s have the sharklets.
The 318 and 319 are climbers. Newer 320's do pretty well. I worked on the launch V2500 A320's at US Airways which were originally America West birds. 620-637. They had the low power V2500's. Which weren't really low power at all, 25,500 lb. thrust. They did take weight hits coming out of Reno, though. Not sure why Boeing Classic 37's didn't. Those CFM56-3's were only rated at 22K to 24,5K
The original Winglet like you showed above. Haven't seen one with the Scimitar Winglets.
The 737’s wing is fantastic. The Airbus 320 wing is the exact same size from the 318-321. So the longer it gets the worse it is. The new 319 with the NEO and sharklet is a monster. Uses less gas than a CRJ 900 and can do trans con. Not many 318’s out there in US, if any. Only one I ever see is the British airways one in JFK. When I fly out of Reno in the summer, the 320 climbs fine. What gets dicey is the procedure if you lose an engine.
The America west 321’s were dogs. I remember them having that button on the thrust levers that was supposed to give them a boost. I’ve never seen that on any other Airbus.
I'm going back more than ten years in my memory on this. I do not recall America West owning 321's. I never saw them in ORD anyways. US Air had a bunch of them. We got one every night.
AW got :21’s right before the US air merger. They maybe had a dozen and yes they were all the international engines and not the GE. Iirc they only used that reserve power for engine out. Been a long time though.
To me it's really interesting because you've flown both Bus and Boeing -37. On the maintenance side, I definitely preferred the Bus. Everything was laid out a lot better and of course with gear doors, life was clean when you had to do something up in the wheel wells. It looks dirty with that Avi8 sealer in there, but the -37 was a nasty, oily mudpit. The only place I remember cleaning them was at Sun Country. And, you did that in Tyveks.
The wings on the 700 were huge. Those things could get to altitude at heavy weights. Guys who fly the 73 now a days could vouch for the NG’s and the max. I remember being in the jump seat a lot in SW between PHX and SNA back in the day and SW would basically fly an arc. They would climb to like 380 eve going to Phoenix and then idle decent the whole way in. It was a really efficient way to do it. Boeings are built like a brick shit house. If I was going to be in a crash I’d want to be in a Boeing. But the airbus cockpit is a gentlemens cockpit. I’d much rather fly an Airbus. 73 pilots flip more switches on an before start flow than I do on an entire transcon flight. Plus the side stick and the tray table are where it’s at. I still can’t believe the 787 has a yoke. The 320 classic burns about 2500-3k an hour per side and a flight from JFK-LAX will require every pound we can carry. With an alternate in the winter and required reserves, it’s at the very limit of its range. We usually have to increase the cost index in order to save gas.
Yeah, that's almost a 4.6% savings. JP8? I want to say JP5 (pure jet fuel, JP4 has gasoline mixed in) was 6.9 lbs. per gallon. That is 115 gallons. I don't know what they pay for it anymore, but it's at least $200 per trip. In most any airline, those planes are turning 5 trips a day.
I’m not sure. I thought we used 5 but who knows. 6.67 lbs at 70 degrees.
How did you get my new hire photo?
On the P3, we used 5. And we ran 5 in all our ground equipment as well
Most all Navy used JP-5. While JP-4 gave better ignition/reignition qualities, it didn’t put out the power.
I lived in Sandpoint for most of five years. I gotta see them a lot. I toured the factory and got the impromptu tour of the maintenance side. The only guy I remember was Larry, the chief/chief test pilot. The aircraft concept is amazing. And, very well built!
Nice. Always liked the Lancair. Been a while since i flew an Extra, or any aerobatics. One of 2022 goals was to get back into it. Was going to try and do some training with Patty Wagstaff up in St. Augestine
