Why not Embraer?
07-31-2024, 09:07 AM
#32
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bruh- Max 7 cert is taking so long because it is getting 777x wingtips so it can go up to FL600 and cruise at .96. Class 9 rest facility with massaging chairs and spa facility
The anti-ice certification problem is because it’s sooooo much colder up there you can leave it on without melting the engines
07-31-2024, 02:29 PM
#33
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07-31-2024, 03:21 PM
#34
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Position: DOWNGRADE COMPLETE: Thanks Gary. Thanks SWAPA.
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Didn't CO used to use a row of coach for the 'rest' seat pre merger for the 75 flying to Europe? I wonder if SWA is trying something similar. What does the SWA contact say about rest seats and augmenting? I wonder if today's FAA would sign off on something like that, too.
07-31-2024, 07:16 PM
#36
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Rest facility means a bunk or seat accommodation installed in an aircraft that provides a flightcrew member with a sleep opportunity.
(1) Class 1 rest facility means a bunk or other surface that allows for a flat sleeping position and is located separate from both the flight deck and passenger cabin in an area that is temperature-controlled, allows the flightcrew member to control light, and provides isolation from noise and disturbance.
(2) Class 2 rest facility means a seat in an aircraft cabin that allows for a flat or near flat sleeping position; is separated from passengers by a minimum of a curtain to provide darkness and some sound mitigation; and is reasonably free from disturbance by passengers or flightcrew members.
(3) Class 3 rest facility means a seat in an aircraft cabin or flight deck that reclines at least 40 degrees and provides leg and foot support.
(1) Class 1 rest facility means a bunk or other surface that allows for a flat sleeping position and is located separate from both the flight deck and passenger cabin in an area that is temperature-controlled, allows the flightcrew member to control light, and provides isolation from noise and disturbance.
(2) Class 2 rest facility means a seat in an aircraft cabin that allows for a flat or near flat sleeping position; is separated from passengers by a minimum of a curtain to provide darkness and some sound mitigation; and is reasonably free from disturbance by passengers or flightcrew members.
(3) Class 3 rest facility means a seat in an aircraft cabin or flight deck that reclines at least 40 degrees and provides leg and foot support.
07-31-2024, 07:23 PM
#37
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If I'm reading the rules correctly, I don't think that would be compliant with Part 117. 117.3 defines three types of rest facility:
Even the upcoming extended-legroom section isn't going to meet the definition of even a Class 3 unless we have a special row of extra-recline seats with footrests on each airplane, which seems unlikely. Unless they want to lay a camping roll across a row of seats and don't mind my feet hanging in the aisle.
Even the upcoming extended-legroom section isn't going to meet the definition of even a Class 3 unless we have a special row of extra-recline seats with footrests on each airplane, which seems unlikely. Unless they want to lay a camping roll across a row of seats and don't mind my feet hanging in the aisle.
Also curious how SWA would get an airplane that heavy out of DEN, especially in the summer. My MAXs going on 3-4hr hops are barely squeaking by with bleeds off at midnight, when the temps are relatively low. We're fighting brake energy limits every night. Daytime departures are stopping for gas in CLE on the way to the east coast....
07-31-2024, 08:06 PM
#38
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All good points. Obviously CO book was well prior to 117.
Also curious how SWA would get an airplane that heavy out of DEN, especially in the summer. My MAXs going on 3-4hr hops are barely squeaking by with bleeds off at midnight, when the temps are relatively low. We're fighting brake energy limits every night. Daytime departures are stopping for gas in CLE on the way to the east coast....
Also curious how SWA would get an airplane that heavy out of DEN, especially in the summer. My MAXs going on 3-4hr hops are barely squeaking by with bleeds off at midnight, when the temps are relatively low. We're fighting brake energy limits every night. Daytime departures are stopping for gas in CLE on the way to the east coast....
07-31-2024, 08:49 PM
#39
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All good points. Obviously CO book was well prior to 117.
Also curious how SWA would get an airplane that heavy out of DEN, especially in the summer. My MAXs going on 3-4hr hops are barely squeaking by with bleeds off at midnight, when the temps are relatively low. We're fighting brake energy limits every night. Daytime departures are stopping for gas in CLE on the way to the east coast....
Also curious how SWA would get an airplane that heavy out of DEN, especially in the summer. My MAXs going on 3-4hr hops are barely squeaking by with bleeds off at midnight, when the temps are relatively low. We're fighting brake energy limits every night. Daytime departures are stopping for gas in CLE on the way to the east coast....
08-01-2024, 09:29 AM
#40
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I’m guessing SWA doesn’t have a contractual 8 hour limit without augmentation like United does. So they can use the entire 9 hours allowed under 117? Coming back to DEN is shorter so they can do that in under 8 on a redeye? Just a guess.
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