Sink r8

Sorry to spam, but still hoping for an answer, and I can't seem to be able to reach the pass bureau...


Nonrev/Buddy Pass/CDG question.

Have an S4 travelling DAL out of CDG, duly listed. I can't find anything in Travelnet about CDG, but I remember there were idiosyncracies. Are they detailed in some sort of guide? Is it as simple as to tell buddy just to go to check-in?

I haven't non-reved out of CDG since the days when you had to go down to the belly of the beast, where you got vraiment abused along with all the nonrev riffraff.

Thanks!

UnusualAttitude

Due to the fact that AirFrance handles the flight you are limited on checkin options online. You simply have to arrive at the airport early and fill out a form at the ticket counter. Make sure the buddy pass rider realizes they are an S4 and have them circle that on the form. The agents do the rest and seats are assigned at the gate.

UA

Waggs

Does anyone know how many jumpseats are in the cockpit on Delta's 737's?

Timbo

The few I've ridden on, there was only one, and it was a painful experience!

I don't know about the new -900's.

Eck4Life

The -900s are the same. One jump only. Good news is that it's just as luxurious as the rest of the fleet.

Waggs

Thanks!.....

Sink r8

Thanks for the info, UA.

Tinpusher007

Are those raked wing tips more efficient than the current blended winglets???

Bucking Bar

This is the 737 jump seat. You flip it over and then the A line rachets you down with a cargo strap. If you intend to sleep, or talk, prepare by watching experts.


Like anything else, it can be screwed up.


On the 737-900 there really is no place for the JS bags. They need to go down stairs (and I'll go down and get them for you if you don't have SIDA access). The -900 has a crew closet mid cabin which the FA's have claimed as "theirs" ... and there is no way for a JS to fight the crowd to get back there and return forward without screwing up boarding and frustrating everyone involved.

Bucking Bar

Boeing says yes, a winglet is nothing more than the extension of the wingspan, thus creating efficiency through increased aspect ratio. Boeing believes the structure needed to beef up the outer wing for a 70 degree bend in the load path is inefficient.

Everyone other than Boeing says the optimization of the airfoil makes up for the weight.

IMHO there is a trade off and Boeing is probably right. Notice the latest and greatest wing designs (787, A350) "winglets" are more just a raked extension. Of course the P-8 has hardpoints, so the comparison to the civillian version's structure could be an apples and oranges comparison. I don't know what Boeing does to specialize the P-8 wing ... .

Delta says that the winglets cost efficiency over flights <400 nm (more weight and drag) and that you have to really go somewhere, a couple hours or more, for the high altitude cruise efficiency to earn back the weight and drag penalty.