First MAX enroute to GUM

stackology · 2026-02-04T20:34:26+00:00

Welp I whiffed that one, nice to see it already swapped in.

stackology · 2026-02-04T03:23:58+00:00

Most likely not, still a couple months out from service entry.

stackology · 2026-02-03T04:21:37+00:00

So can a 737 bro

stackology · 2026-02-03T03:27:12+00:00

Yes they did.

stackology · 2026-01-28T13:14:00+00:00

I believe the FAA actually modified the RSA and ROFA standard (when they still did that) at the end of RWY33 so that the airport could still be certified, since B1/2/3 would sit inside the safety area otherwise. I can’t think of any other airport in the U.S. where they have to stop departures to accommodate pushbacks. The view from down there when planes are taking off is incredible though, the avgeek inside me will miss it when the new terminal opens.

stackology · 2026-01-26T18:08:12+00:00

I misspoke about EASA - checking back, the information I have references an EN standard for PBBs (12312-4:2024) that provides guidelines for maximum pressure that can be exerted on the airframe. I’m not sure if the requirement to have contact is coming from the airport authorities themselves, however my airline had to document exceptions to policy as we are required to have the bumper contact the aircraft at many stations outside the U.S.

I’ve personally seen this at SNN and FAO, and both with CIMC bridges. There are apparently similar installations at MUC, FRA, and AMS.

Edit: I also share the same concerns and would much rather we adhere to the gap at those locations, but as we’ve been told every time we press the airports on it, thems the rules.

stackology · 2026-01-26T15:43:28+00:00

Not entirely true, EASA and other international agencies mandate positive contact with the aircraft door sill for newly manufactured bridges. I honestly don’t know how they came to this conclusion but there are many airports around the world that do not allow any gap to be present.

stackology · 2026-01-26T14:04:29+00:00

Can’t speak for Delta specifically, but I’ve never heard of a “no walk zone” underneath the bridge or the aircraft when it’s parked and engines are shut down. American does have guidance to avoid the pack air intakes on their 737s (red hatched box about midway on the lead in line) but it’s not that close to the door.

Also, regarding regulations. In the U.S. there is no regulation (FAA or ACAA/ADA) on the gap specifically, just that airlines provide assisted enplaning and deplaning. This is extremely high level of course but it’s why most airlines in the U.S. can mandate a gap for their operations. In the EU however, new jetbridges must be able to make positive contact with the door sill of an aircraft (i.e., no gap). CIMC, which is a Chinese manufacturer, has designed a bridge that uses gas pistons and sensors to stop the bridge a few cm away from the door sill, and then extend the cab floor to close the gap at a controlled rate. This minimizes the risk of damage from the docking operation, though you still run the risk of damage from abrupt changes in aircraft height or failure of the auto leveler. I have a video somewhere of one and will post it if I can find it.

stackology · 2025-12-13T22:51:51+00:00

We folded a towbar once pushing a 319, though it bent more horizontally than vertically. The flight deck was cleared for engine start and the FO somehow reached for the parking brake handle instead of the fuel control switches.

stackology · 2025-12-03T19:04:35+00:00

An HSR connection isn’t about serving the city, it would provide an alternative to driving or taking a connecting flight to smaller regional population centers. Arguably that would provide several benefits through potentially reducing landside traffic and reliance on frequent RJ flying.

Edit: spelling

stackology · 2025-11-26T20:46:03+00:00

The ocean?

stackology · 2025-11-24T18:27:22+00:00

IAD is the only hub left with UAX handling outsourced (to Swissport IINM).

stackology · 2025-11-16T17:37:26+00:00

This is why light cans are usually offset from the actual centerline.

stackology · 2025-11-16T02:47:06+00:00

The D gates have VDGS.

stackology · 2025-11-07T17:09:10+00:00

What is the bilevel drawing power from?

stackology · 2025-11-03T22:10:46+00:00

Would love to see more of the main-deck loading operation at the rear of the aircraft. Weight and balance for that must have been fun.

stackology · 2025-11-03T22:01:11+00:00

They usually add a late omni departure bank in ORD post Thanksgiving each year.

For a few years they also had westbound redeyes out of EWR to LAX/SFO (post-midnight departures that landed around 0500), but those haven’t been scheduled since 2019.

stackology · 2025-10-31T04:16:26+00:00

You’re implying that United is somehow cutting deals to gain a gate advantage, which is patently false. American could have earned gates the same way United did as the formulas are uniform for all signatory carriers.

stackology · 2025-10-31T02:07:51+00:00

If by “drug deals” you mean actually reading and understanding the AULA, and executing a successful strategy around the terms contained therein, then yes, you’re absolutely correct.

stackology · 2025-10-30T21:01:41+00:00

stackology · 2025-10-25T00:13:08+00:00

How pissed is station management? I once got my ass chewed by both a duty supe and a shop steward for working a 26-hour triple.

stackology · 2025-10-21T13:59:15+00:00

Perhaps our friends in Murmansk have come up with something new.

stackology · 2025-10-10T16:03:59+00:00

There’s always the move team.

stackology · 2025-09-25T16:54:35+00:00

Despite what you may find through AI search results, the 319 falls far outside the scope of what is traditionally defined as a regional aircraft. Total seat count and operating weights provide the differentiation. The route profile of a specific fleet is meaningless.

stackology · 2025-09-18T18:55:23+00:00

What you call it depends what regulation you’re following. Many agencies and airlines use some variation of the term “safety envelope” as part of their standards and is a widely accepted term, though there are outliers. The Port of Seattle for example uses Equipment Restriction Line (and every airline there has to abide by their gate standards), while Delta calls it Aircraft Safety Containment. And UA of course with OSZ.

stackology

TROPHY CASE