RE: B737 with transatlantic capabilities!

Going back to the original topic…

The reason for such an aircraft is not for “you and me” shall we say to fly the atlantic. It is to provide a dedicated aircraft for airlines to use for Premium passengers (ie business and first class) so that they can fly on an exclusive airliner. I think Private Air of Switzerland has been a major driving force in this. Having said that there are airlines that are planning to employ this technique, Lufthansa and BA have both looked at it. The middle eastern carriers are also looking at this method of transporting premium pax (Qatar Airways already has aircraft in place for this).

As for low fare transatlantic flights….well NOBODY on earth would use a 737! It is widely regarded that the larger the aircraft the lower the Seat Operating Costs (how much it costs to produce a seat on a flight). As a result IF we were to see a rebirth of long haul low fare airlines I think you would be unlikely to see anything smaller than a 767 on the route (as used efficiently by the long haul charter market), the 757 would be less suitable (even though some are used for long haul services by both charter and scheduled cariers) as it’s seat operating costs are higher than a 767-300s.

RE: VC10 OR 707

FANTASTIC..someone else actually knows something!!! I thought I made a point with my earlier comment only to discover either people hadn’t read it or just ignored it and tried to come up with things to say!!!

RE: HUDs

The HUD is similar to the autocue system you see famous people talking through (ie the glass screen, which has the words reflected onto it). In the airliner case the crucial flight information is displayed a small glass screen. This is the same technology as is used for the HUGS or Head Up Guidance System (used exclusively for landing).

The latter is now more common, but I think that the HUD sysytem has been developed for a variety of ailriners, but is rarely factory fitted.

RE: Small Challenge #2

here we go then, I’ve found some pics of each aircraft. Look at the tails, the il-62 is much thinner, and goes straight up and down, the vc-10 has a more curvacious front and at the back curves down slightly.
Attachments:

RE: VC10 OR 707

The VC-10 was not made exclusively for BOAC and there were a number of other operators, though none of their fleets were as large as BOACs. The VC-10 was far more popular than the 707 with passengers and was part of the reason BOAC kept them on the North Atlantic routes, even after delivery of 707s.

The initial 707s (707-400) operated by BOAC were also powered by RR Conway engines, but proved to be very uneconomical, and were eventually supplemented by the more common 707-300 series aircraft.

I think that the VC-10 (especially the stretched ‘super’) was a beautiful aircraft, but the 707 had that fantastic “Boeing Nose” which made it look really attractive.

RE: Need help!

For LET, try doing a search for Ayres as they bought LET..I know you may already have that URL as you spent time looking at the loadmaster.

RE: Future of 146/Avro RJ?

I don’t know what sources you have been reading Phantem but the 146/RJ family isn’t as highly respected on the airline scene as you think. Infact it had a niche market which it suited, and now that other aircraft are breaking into the market the aircraft is old fashioned and not competitive (because it was always a bit of a fuel gussler, and not always that popular with passengers..in fact, although quiet to people on the ground the original 146 family was notoriously noisy for it’s passengers.). My sources are primarily Industry sources and industry magazines such as Flight INternational and Airline Business.