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#1
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AA A300-600 Dispatch Reliability...
I have heard that the A300-600R in AA's fleet have a lower dipatch
reliability than their fleet of Boeings (757,767,737,777) and MD-80's. I was also told that the Fokkers were not very reliable either. The 727 fleet was more reliable than the Fokkers. Also, how has UPS and FedEx A300's held up (dispatch reliability) compared to the DC-8, 727, 767,757, and MD-11? Many A&P mechanics have told me that the Boeing airframe is quite a bit more durable and longer lasting than any other manufacturer. Look at the 747's, 727's and even a few 707's still in service. Pilots prefer to fly Boeings-one main reason is they prefer the yoke in front of them as opposed to the side joystick that Airbus uses on all it's planes, except for the A300 series. _________________ |
#2
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AA A300-600 Dispatch Reliability...
Zoggin wrote:
Pilots prefer to fly Boeings-one main reason is they prefer the yoke in front of them as opposed to the side joystick that Airbus uses on all it's planes, except for the A300 series. Most Americans dislike the metric system for the same reason, they are used to the old way. It doesn't mean that one is better than the other, just that most people tend to like things they are comfortable with, like a child with a blankie. |
#3
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AA A300-600 Dispatch Reliability...
"mtravelkay" wrote in message m... Zoggin wrote: Pilots prefer to fly Boeings-one main reason is they prefer the yoke in front of them as opposed to the side joystick that Airbus uses on all it's planes, except for the A300 series. Most Americans dislike the metric system for the same reason, they are used to the old way. It doesn't mean that one is better than the other, just that most people tend to like things they are comfortable with, like a child with a blankie. A BA Pilot sitting next to me on a BA flight recently - he was "deadheading" back to NCL - said that he flew mainly A321s and they were a quantum leap better in every respect than the 757 we were in at the time. I had previously asked him about 330 v 777 as I had very recently flown BRU-ATL in a 330 but he had no personal experience of flying a 777. JohnT |
#4
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AA A300-600 Dispatch Reliability...
On Mon, 01 Mar 2004 22:16:28 GMT, mtravelkay wrote:
Zoggin wrote: Pilots prefer to fly Boeings-one main reason is they prefer the yoke in front of them as opposed to the side joystick that Airbus uses on all it's planes, except for the A300 series. Most Americans dislike the metric system for the same reason, they are used to the old way. It doesn't mean that one is better than the other, just that most people tend to like things they are comfortable with, like a child with a blankie. I don't know of many small aircraft with side joysticks either. There's a few brand new models with them, but for all the classic trainers there is a yoke in front of the pilot. This means that more than likely, every pilot current flying for airlines learned from hour 1 how to fly a yoke, not a joystick. Commercial airlines are about the passengers though, not the people flying them. |
#5
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AA A300-600 Dispatch Reliability...
Pilots prefer to fly Boeings-one main reason is they prefer the yoke
in front of them as opposed to the side joystick that Airbus uses on all it's planes, except for the A300 series. Most Americans dislike the metric system for the same reason, they are used to the old way. It doesn't mean that one is better than the other, just that most people tend to like things they are comfortable with, like a child with a blankie. A BA Pilot sitting next to me on a BA flight recently - he was "deadheading" back to NCL - said that he flew mainly A321s and they were a quantum leap better in every respect than the 757 we were in at the time. I had previously asked him about 330 v 777 as I had very recently flown BRU-ATL in a 330 but he had no personal experience of flying a 777. A few years ago I visited the cockpit of a brand new UA 777 while on a ground stop at ORD. Both pilot and co-pilot had been flying A320's before. They both said they very much preferred the sidestick, because it gave them a clearer view of the displays and better access to the instrument panel. They said it was silly of Boeing to stick to the yoke. They also mentioned that it had taken them about 15' to get used to the sidestick when they started flying Airbuses. Ramon |
#6
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AA A300-600 Dispatch Reliability...
"Zoggin" wrote in message om... I have heard that the A300-600R in AA's fleet have a lower dipatch reliability than their fleet of Boeings (757,767,737,777) and MD-80's. Several friends who are airframe engineers or mechanics have independently told me that Boeings are like a Volvo or Mercedes- keep up with the maintenance and they will last forever....Airbuses are more like a Kia or Hyundai- inexpensive to acquire and operate, but they aren't as longevic. From personal experience, I have never been stranded somewhere due to mechanical issues on a Boeing product. It's happened to me twice with Airbus. Ken Ishiguro |
#7
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AA A300-600 Dispatch Reliability...
"Ken Ishiguro" wrote in message news:_nA1c.27657$aZ3.22865@fed1read04... "Zoggin" wrote in message om... I have heard that the A300-600R in AA's fleet have a lower dipatch reliability than their fleet of Boeings (757,767,737,777) and MD-80's. Several friends who are airframe engineers or mechanics have independently told me that Boeings are like a Volvo or Mercedes- keep up with the maintenance and they will last forever....Airbuses are more like a Kia or Hyundai- inexpensive to acquire and operate, but they aren't as longevic. From personal experience, I have never been stranded somewhere due to mechanical issues on a Boeing product. It's happened to me twice with Airbus. Ken Ishiguro Well - I have several times on 747's... Never on an Airbus though. Perhaps just a matter of bad luck for both of us. Nik. |
#8
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AA A300-600 Dispatch Reliability...
In article ,
"Nik" wrote: Well - I have several times on 747's... except for engine issues, never happened to me on a Boeing or NcDonnell-Douglas product Never on an Airbus though. For me, it's Airbus electronics. On a NW flight (A320), electronics gave out (one of the computers wasn't working) so the mechanics had to reboot the aircraft. It took some voodoo work which involved playing with some switches/fuses/circuit breakers in the panel above the forward galley and they managed to restart only after an hour's delay. Perhaps just a matter of bad luck for both of us. Nik. |
#9
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AA A300-600 Dispatch Reliability...
Not the Karl Orff wrote:
"Nik" wrote: Well - I have several times on 747's... except for engine issues, never happened to me on a Boeing or NcDonnell-Douglas product For me - CP 727 - Flight returned to origin shortly after takeoff account outflow valve had to be operated manually. US 737 - Flight canceled at gate after boarding account landing gear indicator light bracket broken. NW DC-9 - Flight canceled at gate after boarding account brakes would not release. UA 747 - Flight delayed two hours because of an undefined problem with the engine management computers. Never on an Airbus though. For me, it's Airbus electronics. The electronics on either brand can give problems. Remember that it was an electronics failure on the Air Canada 767 that led to the dead stick landing north of Winnipeg. On a NW flight (A320), electronics gave out (one of the computers wasn't working) so the mechanics had to reboot the aircraft. It took some voodoo work which involved playing with some switches/fuses/circuit breakers in the panel above the forward galley and they managed to restart only after an hour's delay. I've had the same thing happen on a 777. They had to shut everything down, and restart. The pilot warned us that the process would take some time to go through. |
#10
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AA A300-600 Dispatch Reliability...
In article ,
James Robinson wrote: Not the Karl Orff wrote: "Nik" wrote: Well - I have several times on 747's... except for engine issues, never happened to me on a Boeing or NcDonnell-Douglas product For me - CP 727 - Flight returned to origin shortly after takeoff account outflow valve had to be operated manually. US 737 - Flight canceled at gate after boarding account landing gear indicator light bracket broken. NW DC-9 - Flight canceled at gate after boarding account brakes would not release. UA 747 - Flight delayed two hours because of an undefined problem with the engine management computers. Never on an Airbus though. For me, it's Airbus electronics. The electronics on either brand can give problems. Remember that it was an electronics failure on the Air Canada 767 that led to the dead stick landing north of Winnipeg. You mean total lack of fuel? On a NW flight (A320), electronics gave out (one of the computers wasn't working) so the mechanics had to reboot the aircraft. It took some voodoo work which involved playing with some switches/fuses/circuit breakers in the panel above the forward galley and they managed to restart only after an hour's delay. I've had the same thing happen on a 777. They had to shut everything down, and restart. The pilot warned us that the process would take some time to go through. |
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