Another bad hot take about comercial aircraft:

"Spanfeller is a twat" (theaspiringengineer) 04/29/2019 at 23:40 • Filed to: None

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The MD-11 is sexy as hell.

DipodomysDeserti > Spanfeller is a twat 04/29/2019 at 23:48

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Well, it does resemble a set of dick and balls.

My bird IS the word > Spanfeller is a twat 04/29/2019 at 23:59

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Honestly that’s like saying the EMD sd70 series is sexy

it’s a commercial vehicle. N o regards to styling have been made. It looks much the same as all other planes.

Rusty Vandura - www.tinyurl.com/keepoppo > Spanfeller is a twat 04/30/2019 at 00:00

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KC-10 > MD-11

Future Heap Owner > DipodomysDeserti 04/30/2019 at 00:00

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Asshole’s in the wrong spot

Rusty Vandura - www.tinyurl.com/keepoppo > DipodomysDeserti 04/30/2019 at 00:00

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Enjoy, then.

MrDakka > Spanfeller is a twat 04/30/2019 at 00:05

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A much cooler MD product.

Jake - Has Bad Luck So You Don't Have To > Rusty Vandura - www.tinyurl.com/keepoppo 04/30/2019 at 00:06

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I’m inclined to agree.

Jake - Has Bad Luck So You Don't Have To > My bird IS the word 04/30/2019 at 00:06

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GE Dash 9 is best and you all can suck my cock

DipodomysDeserti > Future Heap Owner 04/30/2019 at 00:11

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Depends on the angle you’re viewing it from. There might be a third testicle involved.

CB > Spanfeller is a twat 04/30/2019 at 00:13

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That’s not cool. This is cool.

Honeybunchesofgoats > Spanfeller is a twat 04/30/2019 at 00:16

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I used to say this prior to the Max 8 stuff, but my family had a friend who was a former  VP at Boeing, and he would not fly Boeing under any circumstances, unless the alternative was an MD. According to him, no one at Boeing knew what to do with them after the merger, and there were a lot of safety issues. 

Highlander-Datsuns are Forever > Spanfeller is a twat 04/30/2019 at 00:22

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The good old tri-stars. I’m sure I’ve been on one just can’t remember when. Maybe continental or Northwest airlines.

ranwhenparked > Spanfeller is a twat 04/30/2019 at 00:23

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Nothing on the L1011 though.

Spanfeller is a twat > Honeybunchesofgoats 04/30/2019 at 00:27

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I think B oeing -for better or worse- is more quirkier than Airbus.

As such the B737 is the strange plane with the strange punched up inlets, and the 747 is the one with a hump, and the 757 is the very long and narrow one, the 777 is the one with gigantic fucking engines, and the 787 is the carbon fibre jet.

Even if the A340-600 was the longest jet in the world, or if the A320 is much safer than the B737, or that the A350 is basically identical to the B787.... airbus is like the serious, quiet manufacturer.

I was looking around and apparently pilots really like the B737, since the controls are more “natural” than the A320...

Boeing is like an airplane equivalent of Pontiac in the good years

Spanfeller is a twat > ranwhenparked 04/30/2019 at 00:28

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You can’t beat a company who seriously created a branch called “skunk works”

Spanfeller is a twat > Highlander-Datsuns are Forever 04/30/2019 at 00:29

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I’ve never been on a tri-jet... and I swear I’ve tried to get into as many different types of jets as possible. 

ItalianJobR53 - now with added 'MERICA and unreliability > MrDakka 04/30/2019 at 00:41

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Does that have NOTAR?

ttyymmnn > Spanfeller is a twat 04/30/2019 at 00:47

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I was on a DC-10 for about thirty minutes. We took off, the gear came up, and then the gear came back down. We circled and returned to the airport because there was a problem with the gear. I got rescheduled on a different aircraft. That’s the extent of my trijet experience.

Full of the sound of the Gran Fury, signifying nothing. > Spanfeller is a twat 04/30/2019 at 01:08

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Ever since I first saw a DC-10 in the early ‘70s I’ve always thought that the third engine looked like an afterthought, like the engineers slapped something together the night before they had to give a presentation. It might have looked better as a twin, something they should have done early on, and probably would have stopped the A300 in its tracks, but MD management was just too conservative and let the company become an also-ran. The twin would still have lots of quirks, and would have been a pain to work on, just like the DC-10 and MD-11 (see my previous comments about having to work these from a ground handling perspective).

I will say that the cockpit is extremely spacious and a wonderful place to be, unlike a narrowbody anything or a 747. One good memory involves sitting in the cockpit of a CO DC-10 at LAX, watching as they filmed the movie Speed right in front of us. I also got up and personal with that bird, having spent some time in the center fuel tank and even on top, star ing directly into the inlet of that middle engine. Normally most engine work is done from the back, from a lift, on the engine itself, but sometimes you do need to work on that inlet. It's a weird perspective, and I wish I had pictures from those experiences, but this was in the pre-digital days and cameras were saved for special occasions and not work.

Full of the sound of the Gran Fury, signifying nothing. > Highlander-Datsuns are Forever 04/30/2019 at 01:27

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Not to be that guy, but the TriS tar was a competing product from Lockheed, an aircraft that was not used by Continental or Northwest (they both operated DC -10s).

Funny story about NW ordering the DC-10. It was only offered with one engine initially, the General Electric CF-6. The head of NW preferred Pratt and Whitney engines, mostly for commonality with the engines on their huge 747 fleet but also for their vast experience making turbine engines , and wanted his DC-10s equipped with them. He said that he had nothing against GE, saying that every time he bought a light bulb he made sure that it was a GE. Burn. He also didn’t like that his P&W variant a was going to be called the DC-10-20, with the longe range GE-powered model being the bigger (and thus better) -30, so he had MD change the d esignation to be the DC-10-40. Only two airlines ordered the -40, NW and JAL.

There was the initial DC-10-10 for domestic use , a special DC-10-15 for Aeromexico and Mexicana which combines the lighter and lower fuel capacity fuselage of the -10 with the engines of the -30 for use in hot and high conditions , the long-range -30 and the P&W-powered -40, but never a -20.

And later, when they wanted more DC-10s after the aircraft had long since been out of production , NW ended up buying used -30s...

Full of the sound of the Gran Fury, signifying nothing. > Spanfeller is a twat 04/30/2019 at 02:05

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Counterpoint:

I loved taking that step down into the cockpit of a 757. When you did you knew that you were in for something special.

Mercedes Streeter > Spanfeller is a twat 04/30/2019 at 02:17

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Hell, a retired cargo MD-11 is one of my dream home ideas. I hope to fly in some sort of trijet before they're taken out of the skies. Maybe a Dassault Falcon...

Full of the sound of the Gran Fury, signifying nothing. > Full of the sound of the Gran Fury, signifying nothing. 04/30/2019 at 02:37

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That should be CF6, not CF-6. I guess I was thinking of the engine on the -10  which was called the CF6-6 (or CF6-6K)

Svend > MrDakka 04/30/2019 at 03:48

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MD902s, two of, G-EHMS is hull number 68.

I like HEMS ground vehicles (if the weather isn’t conducive for flight and after dark) , HEMS (Helicopter Emergency Medical Services) have three Skoda Octavia vRS 245 (242bhp 2.0 TSi 6 speed manual)

and two Skoda Kodiaq (190bhp 2.0 TSi 4x4 DSG).

f86sabre > Spanfeller is a twat 04/30/2019 at 03:51

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We flew them when I was a young pup. Typical of MD of the time, they had a great airframe and sketchy systems (transition from analog to digital).

They look cool from the ground. They were also nice to fly on. I’ve walked along the top of the fuselage to climb into the center engine inlet a few times before fall protection was popular. Scary and fun.

Ash78, voting early and often > Spanfeller is a twat 04/30/2019 at 09:30

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The main problem, as echoed by numerous industry folks, is that Airbus thinks it’s smarter than its pilots. They’re the only manufacturer who never allows complete deactivation of their automation systems, which to many pilots is a fatal error. It’s n ot like an annoyance in your car ( “Oh, I can’t turn off traction control”). It’s more like “I can’t turn off automatic braking” so you never really have total confidence that you can resolve issues, or guess what the computers might be doing behind the scenes.

Even though the accident data doesn’t bear this out in terms of higher crash rates, there’s something to be said for the crew having confidence in the machine. And that goes for the 737 MAX, as well. My neighbor is a Southwest captain and said they were all trained on what to expect from MCAS, even though it still sounds like Boeing covered up some of the glitches.

Spanfeller is a twat > Ash78, voting early and often 04/30/2019 at 10:24

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I understand that... but we also need to consider that the A320 series and the B737NG series (are same generation jets) have very different hull loss rates, the B737 has o.27 and the Airbus has 0.12... The airbus is much safer.

Sure, keeping pilots in control can be very important, but the statistical facts show they commit most mistakes . Pilot error accounts for 80% of accidents according to Boeing. Obviously, automating systems without proper explanation, like Airbus itself did for the A318, can lead to accidents... Just like it happened last with the B737MAX.

Boeing’s conduct is beyond glitchy: it’s borderline criminal selling vital equipment as optional, and having the MCAS not disclosed properly is very, very bad. Then again, having MCAS depend on sensors without triple redundancy should’ve been a huge red flag for the FAA

MrDakka > ItalianJobR53 - now with added 'MERICA and unreliability 04/30/2019 at 23:17

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Yep

MrDakka > Svend 04/30/2019 at 23:18

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Your emergency vehicles quite possibly have the loudest paint scheme known to man

ItalianJobR53 - now with added 'MERICA and unreliability > MrDakka 04/30/2019 at 23:30

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I did a little study on how it works in undergrad, its neat!

Svend > MrDakka 05/01/2019 at 00:06

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To be seen, day and night.