[Wing… thingies]
In an airliner nothing left unneeded so of course everything has got a reason to exist and a use. Now could anyone tell me what the “tips” circled in my attachement are for (photo: courtesy of Wannabe Pilot)?

On a recent 737 trip I noticed these and they didn’t seem to be aligned like in the pic but rather forming a bizarre curve. I guess it’s something to do with guiding the airflow… :confused:

Without seeing the pictures I would guess that you are referring to the vortex generators on the top of the wing long the outer portion. You would be correct to think they are used for airflow. They are used to create vortices at higher speeds to prevent airflow seperation from the surface of the wing, specifically across the aileron flight control surfaces.

There’s my answer without the picture, how did I do? 😀

Hey, I am curious about those figures, the A320 has less scheduled down-time than a comparable B737. For instance, I believe in AW BAMG quoted 30 days downtime for a D-Check on the B737, yet only 15 days downtime for an A320? That’s an extra 15 days that the A320 is in the air making money.

I jest of course…

From mechanics I’ve talked to a 737 might be in D-check a bit longer but you won’t see her until the next one where sa the A320 will be back before you know it.

Ops checked good. 🙂

I’ve probably showed most of these during the last year so I apologize for reposting them but they fit this thread.

WD, i absoulutley love the ERJ’s now, i loved sitting in seat A on the way back, as i was sitting in F there. Leg room was a bother too me, as i had to keep my bag under the seat, so i had to strech my legs out into the aisle, and allways look out incase someone was walking down it so they didn’t trip over 😀
I’m the opposite to clostrophobia, i love small spaces, so being so cramped inside it was great hehe.

So the ERJ is now my fave RJ!

Glad you liked the flight. 🙂

But don’t forget, most airlines can’t just write out a cheque to Mr. Boeing for their new planes.

Usually the aircraft are either financed by lending, or they are leased (or both). Usually there are interest costs and debt servicing costs, which are not one off…they last the lifetime of the loan.

So the lower upfront price can translate into regular monthly savings for perhaps a decade or longer.

True, but eventually an airline will own that aircraft. Northwest owns their 200+ DC-9’s outright, no leases to pay or anything. Every penny they earn on a ticket is their’s. Imagine if they had opted for a more efficient aircraft 30 years ago. What would have given them a bigger return over the last 3 decades, a lower lease rate for 10 years with higher operating costs or a higher lease rate for 10 years but the benefit of a lower operating cost for the next 20+ years?

Plus a lease doesn’t release a company from the burden of competing against their rivals and that is all about efficiency. A company pays $20,000 a month (a fabricated number) no matter how much they fly so it’s in their interest to fly that airplane as much as they can for those 30 days with the most passengers and with the lowest operating cost to get the largest return from that $20,000 price tag. Having a lower operating cost allows them to either a) charge less for a ticket than then an airline with a higher operating cost or b) charge the same amount and pocket extra profit due to a greater return from that lower operating cost.

Except the pressure altitude inside the aircraft is 8000′ or less, not 39,000′.

Another round of outstanding pictures, thanks for sharing. I also have to add my name to the list of fans of your Thai 744 shot. Wow. 🙂