gator21

So right now we have 2 A330 birds with completed mods.
N801NW
N851NW

I haven't seen N851NW go anywhere yet. Can someone please update?

RealHJ

But presumably potential ground delays at the same airport pair at around the same time (usually these 3x daily flights are only some 1-3 hours apart for all three of them, sometimes only 20-40 min apart each) will be the same, so the time padding is the same for all, the difference is the speed of aircraft flight... so I have also observed.

767s in general make even a short 7h flight seem like an eternity (I mean pre-refurb. 767-300ERs, with their ancient and stuffy cabin, tiny IFE screen in BE only, no IFE elsewhere, etc.), while on an A330 or 747 it seems to pass in an instant.

Tom Williams

I agree that pilot error caused the AF447 accident. But the design of the flight control system and the cockpit were significant contributing factors, presenting a situation which exists only in Airbus aircraft.

When the speed sensors failed, the flight control system switched from "Normal Law" to "Alternate Law". In normal law, the system prevents the pilot from maneuvering the plane outside the safe flight envelope by limiting the control inputs. One of the mysteries of this accident is why an experienced pilot would hold the stick back nearly continuously during a stall; the answer will never be known, but in the confusion of the event, it is possible he mistakenly assumed the flight control system would keep his nose-up input within the safe envelope. (777/787 aircraft have a similar safe-envelope control system, but there are fewer modes than the Airbus system).

The AF447 pilot not flying was apparently aware that nose up was incorrect for the situation, but he was unaware that the pilot flying was holding the stick back. Because of the location of the control stick on the outboard armrest, it is difficult to see what the other pilot is doing, and there is no feedback from one stick to the other. In a Boeing aircraft (including 777/787), both control columns move together, so each pilot is fully aware of what the other is doing. Also, in an Airbus, it is possible for each pilot to make different inputs, which did happen on AF447. In this case the computer averages the inputs, so the response of the plane does not match the command of either pilot, further adding to the confusion. (Here is an explanation by someone more qualified than me).

I am aware of the fuel icing issue with the Rolls Royce engines on the 777ER, and the 787 problems, and on one occasion I chose a different route to avoid the 777ER before the engine modifications were made. But these mechanical problems were corrected by Boeing. Airbus apparently has no intention of modifying their cockpit.

MSPeconomist

However, if the person is using miles or SWUs to upgrade or looking for award tickets, availability might be more limited on AZ or the upgrade might not be possible.

MSPeconomist

Assuming that it's still a wide body aircraft. If you see 1-2-1, it's good news, but 2-2 could be a 757 with domestic FC. However, I think nine rows was mentioned, which should then be 1-2-1, IIRC on a 767-400.

MSPeconomist

MSP-AMS has been 3X seasonally, post merger with a mix of A330s and 767-300s, unfortunately usually with a 767 on my favorite late in the day flight. However, with this summer's second AF operated MSP-CDG, there might not be a third AMS flight on the schedule.

Some of the PMNW DTW routes, IIRC AMS and NRT had been 3X at least seasonally too, but I think this is gone, plus IIRC KLM does a DTW flight.

Deadtail

Do you even read the garbage you post or are you just trolling for fun? How is the A330 better maintained than the 767? They are both maintained by the same airline, Delta. THis wasn't always the case of course. While Delta was winning awards for maintenance, NWA was incurring million dollar plus fines for their practices, which coincidently Delta had to pay after the merger.

As for your faster comment, you do realize that take off and landing times are by slotted time and are decided in the moment by ATC. If the A330 flew twice as fast as a 767, it would either be gate held or flying figure 8's all the way to it's destination in order to arrive in it's slot. As it stands, the minuscule difference in operating speed of the two aircraft could make a difference of less than 15 minutes on a long haul flight. Do you really expect anyone to believe that you adjust the way you fly over a 15 minute time difference?

BTW, an A330 flew empty from SIN to ATL. Doesn't this mean it's time for you to make up another one of your crazy stories about how a flight attendant heard a rumor from a passenger that a Delta plane lost it's insurance and had to fly empty?

Every1 Get A Life

Wow, you need to get up to speed on things.

MSP-AMS has been 3x daily from April through October every year since the merger (same as before the merger). While it has been a mix of A330s and 767s in some years, it is currently 2x A330-300s and 1x A330-200.

MSP-CDG continues as 1x Delta A330-200 and 1x AF flight.

DTW-NRT was always 2x 744 in the NW days. After the merger it went to 11x weekly 744, but has been 1x daily 744 for about the last 2 years or so with the PVG/PEK/ICN buildup.

DTW-AMS is 4x daily in the April through October timeframe and 3x daily the rest of the year. All DL metal. KLM hasn't flown DTW-AMS since the 2008 timeframe. Right now it is 1x A330-200, 1x 777-200ER and 2x A330-300.

Delta 764

Once again, about the IFE system on the modded aircraft, is the large bulkhead monitor for the safety video in both cabins, or only in BusinessElite?

I understand the rationale of putting one in BusinessElite (as the PTVs must be stowed during takeoff and landing), however, if the bulkhead rows in Y have the PTVs mounted on the bulkhead wall then there is no need for any additional monitors which would otherwise be useless weight.

ecaarch

There is a world of difference in the time that DL allots for taxi and take-off for a 6pm JFK departure and for a 9pm JFK departure. Just saying.

The reality is that while you are correct that different a/c are capable of flying at slightly different speeds, isn't speed in the air lane dictated by the slowest a/c in the lane at that time? (I am NOT a pilot so I am stepping out of my knowledge base here....maybe a pilot with knowledge can chime in.)

jdrtravel

They are not on the walls, just flew this plane. Trip report coming..

gator21

Whats up with N851NW? It's been sitting in ATL since the 26th of May.

jdrtravel

Hi everyone,

Just flew to DTW-AMS on the new A300 and then AMS-SEA on the old, both in coach (EC). I'm going to write a few notes comparing the two. Not sure if this has already been done....



OVERALL CABIN:

The cabin looks better. It feels fresh, updated, clean etc. There is a new design on the bulkhead wall (I think its the same as the sky club image behind the check in desk) that adds a nice touch. The bulk head wall now goes all the way across row 10, so there is no exit row in EC. The exit row 10 is gone, there is now a bulk head wall for all sides, but the leg room is generous. Rows 11 and 12 have also been removed, so coach starts at row 10 with a bulkhead wall all the way across (more like A300-200) Having sat in 10 H for my return flight I think this is a good change. I found myself more annoyed than expected by galley noise and light sitting in row 10 on the old style seating.


SEATS:

The new seats are not nearly as uncomfortable as I had feared. Unlike some of the slim seats Delta has been using, these ones are actually comfortable. My a** was not numb after 90's minutes.

My outbound was on the new and return on the old, and I think that I actually prefer to the new seats. In particular, the new adjustable head rest is very nice, with more flexibility than the old, and since they are new they also stay in place.

The tray tables are standard, but do slide back and forth which is something I really appreciate.

Overall the new coach seats are fine, and not as bad as some of the recently new ones.

ECONOMY COMFORT:

They switched to the new plane only 6 hours before my flight. My seat in row 12 disappeared. . . there is no more row 11 and 12 on this plane. I was annoyed because I had been in a bulkhead and was now in row 11 of EC, which is right behind the center bulkhead. I was still very comfortable. When I walked to the back of the plane mid-flight I decided I was never taking a long haul without being in EC...well worth it. The recline is similar to the pre-mod. So I think the best seats are still row 10 on the sides for a couple...but know that its not unlimited legroom like it used to be, but still good legroom.

IFE
The new IFE is gorgeous. Bigger screens, and the touch screen feature works flawlessly. The program is very quick to respond, so the frustration of the old system is all gone. The screen is bright and crisp, its sort of like having a small ipad screen. Only issue is that many people needed theirs rebooted at various times. My screen frooze twice during the flight. Good news is that the reboot was not a big deal and fixed it both times, but I hope they get the software issue worked out.

BE:
I did not really go into BE at all except for exiting the plane, but it looked really nice.

Overall comparison: I think the redo was done well, and adds comfort for coach passengers. The plane feels more open and airy, and generally looks nice.

Delta 764

About the IFE, was there a large central screen at the bulkhead? I know there is one in BusinessElite, however, not sure if there are any in Y.

Also, were the PTVs at the bulkhead rows mounted on the bulkhead wall, or were they in the armrest like the old A330 configuration?

jdrtravel

Yes, there is a wall mounted screen. It was used for the safety video and flight tracking. Bulkhead screens are like the old ones--in the seats, but they are much nicer. While I was not using one, they also appeared to be more adjustable.