Boeing 757
You've not been asked the question at interview, then.
PPRuNe: Advantages of underslung engines
Interesting that BA planned a 200-seat 'economy' config for the B752 (post #71). Most charter operators squeezed in 235 seats. I once asked a Boeing engineer looking into condensation problems on our fleet whether the extra pax breathing out moist air had anything to do with the problem. His response: 'It has everything to do with the problem.'
The 757 was pleasant enough to fly although most dual-rated pilots preferred the 767. The 75's speedbrake wasn't too effective. Some cynics said pulling the lever activated an 'airframe buffet' device to con you into thinking you were getting a response of some sort.
The 757 was pleasant enough to fly although most dual-rated pilots preferred the 767. The 75's speedbrake wasn't too effective. Some cynics said pulling the lever activated an 'airframe buffet' device to con you into thinking you were getting a response of some sort.
Happy to help.
You've not been asked the question at interview, then.
PPRuNe: Advantages of underslung engines
You've not been asked the question at interview, then.
PPRuNe: Advantages of underslung engines
To be fair, I think my differentiation is more precise
No, you are correct, I don't know who would ask such a question, though most of the answers in the link do refer to or imply, pylon mounted, podded engines as opposed to the nacelle directly attached to the wing structure in the way early 737s and Me 262s were built.
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Hi there sorry to reopen this thread, are there any BA ex 757 drivers/engineers out there?
I would like to ask a question - the a/c with reg G-BMRA-RJ - were any of them delivered with RB211-535-E4 engines and later refitted with 535-C?
If that is the case - can anybody give a reason why?
(theres a few pints resting on the answer!!)
Many thanks if anybody can shine some light on this!
I would like to ask a question - the a/c with reg G-BMRA-RJ - were any of them delivered with RB211-535-E4 engines and later refitted with 535-C?
If that is the case - can anybody give a reason why?
(theres a few pints resting on the answer!!)
Many thanks if anybody can shine some light on this!
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" An Eastern Airlines 757 and a Delta 767 appeared at Farnborough '82 and no doubt did some demo flights in the UK
They did indeed and, using my charm and diplomacy, I managed to get a look around both.
The 767 found it's way to Luton, but nowhere further North of course, due to Britannia being the first operator in the UK.
They did indeed and, using my charm and diplomacy, I managed to get a look around both.
The 767 found it's way to Luton, but nowhere further North of course, due to Britannia being the first operator in the UK.
Hi there sorry to reopen this thread, are there any BA ex 757 drivers/engineers out there?
I would like to ask a question - the a/c with reg G-BMRA-RJ - were any of them delivered with RB211-535-E4 engines and later refitted with 535-C?
If that is the case - can anybody give a reason why?
(theres a few pints resting on the answer!!)
Many thanks if anybody can shine some light on this!
I would like to ask a question - the a/c with reg G-BMRA-RJ - were any of them delivered with RB211-535-E4 engines and later refitted with 535-C?
If that is the case - can anybody give a reason why?
(theres a few pints resting on the answer!!)
Many thanks if anybody can shine some light on this!
why? not sure but I guess they were not required on the longer routes which eventually saw the E4 a/c used (LCA IST TLV ATH for example)
many went to DHL who did not re-engine them
Monarch re-engined their first few - with G-MONE IIRC arriving first with E4's
Last edited by rog747; 5th Jul 2019 at 14:10.
AE also leased in 1983 BIKF in BA colours
(BKRM was going to be BIKE with BA but NTU and went to AE)
I cannot think what AE 757 was/were re-engined....I'll have a dig lol
I won't argue with you, but I flew the Air Europe 757 for ten years and the only original engines were on KRM and IKF. KRM was re-engined after the first summer. We only had IKF for the first summer.
BA 757 G-BIKA to IKZ and MRA to MRJ.
In fact towards the end of these deliveries, BA was buying used C engines from Eastern, as Eastern were re engining all their B757 with E4 engines, and fitting them to new B757s at the factory.
BA did not see the need to re-engine as the average stage length/shuttle routes was short, even though the E4 had 10-15% lower fuel consumption than the C.
BA finally went for the E4 engine with PEA onwards which was originally bought for charter subsidiary Caledonian, and needed ETOPS approval for MCO.
All subsequent BA deliveries were E4 engines, because there were no more C engines
Monarch Airlines
G-MONB-D delivered with 535C engines (but all later re-engined with E4 engines)
G-MONE and after delivered with 535E4 engines
Air Europe
G-BKRM, G-BIKF, G-BPGW, G-BLVH delivered/leased with 535C engines (and retained)
Later Air Europe and Air Europa deliveries had 535E4 engines
LTS
D-AMUR-T delivered with 535C engines (and retained)
In fact towards the end of these deliveries, BA was buying used C engines from Eastern, as Eastern were re engining all their B757 with E4 engines, and fitting them to new B757s at the factory.
BA did not see the need to re-engine as the average stage length/shuttle routes was short, even though the E4 had 10-15% lower fuel consumption than the C.
BA finally went for the E4 engine with PEA onwards which was originally bought for charter subsidiary Caledonian, and needed ETOPS approval for MCO.
All subsequent BA deliveries were E4 engines, because there were no more C engines
Monarch Airlines
G-MONB-D delivered with 535C engines (but all later re-engined with E4 engines)
G-MONE and after delivered with 535E4 engines
Air Europe
G-BKRM, G-BIKF, G-BPGW, G-BLVH delivered/leased with 535C engines (and retained)
Later Air Europe and Air Europa deliveries had 535E4 engines
LTS
D-AMUR-T delivered with 535C engines (and retained)
As for BKRM maybe she had new 535C's fitted?
but the photo in 2012 clearly shows no E4's under the wings
some history on her here 22176 ? MvN's Boeing 757 Website
Well done. I remember taxying RM into the slot next to the airport early in the summer of 83 when a large window facing the pan shattered due to the strange noise the engines used to make at idle as we shut down.
I never worked the -535C, but my recollection is that the engine/aircraft interface didn't change between the 535C and the 535-E4 (just maybe some pin selections for the EICAS and FMC to account for the different engine limits and fuel burn).
If my memory is correct, it's not impossible that a particular aircraft might have switched between -535C and -535-E4 more than once. Aircraft comes in for heavy maintenance, they drop the engines and send them off to overhaul, then install whatever type they have a pair of handy (I'm pretty sure intermix wasn't allowed so both engines would need to be the same type).
If my memory is correct, it's not impossible that a particular aircraft might have switched between -535C and -535-E4 more than once. Aircraft comes in for heavy maintenance, they drop the engines and send them off to overhaul, then install whatever type they have a pair of handy (I'm pretty sure intermix wasn't allowed so both engines would need to be the same type).
Yes indeed - there was never a case of mixed engine types on the same air-frame.
Also a 535C (as built and fitted) aircraft was never temporarily fitted with E4 engines - They only had a full re-engine if the carrier or lessor wanted such, as has been noted above with the various fleet listings.
A new leased Monarch air-frame G-DRJC was not built with ETOPS and MON/OM wanted to do an ETOPS fit on her, but the lessor refused so an older ex 535C air-frame G-MONB had to chosen to have the ETOPS fit.
A quote from a chap (Red 5) some years ago here on Pprune who was a MON engineer -
NB was not the first choice, G-DRJC was the logical choice but the owner ILFC did not want it altered, therefore as the company had already committed to a very heavy Orlando programme and needed six aircraft NB reluctantly became the next aircraft to be converted.
The reason the company did not want to convert NB to ETOPS standard was due to the fact that being such an earlier build aircraft, the amount of modifications involved including major changes to the equipment cooling system was far more extensive than later build aircraft. However the task was completed and it has been a far better aircraft compared to NC.
G-MONB had a special status among British registered 757's.
It's old when she retired, & was the first of a type that really transformed the reputation of the holiday charter airlines and different mission requirements.
Quote from Tempsford -
The move to take the B757 was a major contributor to Monarch's survival in a very competitive market (1983) and a very shrewd one made when they still had Bristol Britannia's !.
MON/OM were also in the leading pack regarding EROPS (1988). Overcoming the ''if it ain't got four engines'' school of thought was hard work, but look at the situation now, few even bat an eyelid when they board a two engine aircraft for a long flight (few know what EROPS is)
Monarch converted 6 757 to ER config G-MONB, NJ, NE, NK, KE, & JB
Quote from Brakedwell -
I flew G-BKRM at Moses Lake on the 31st March 1983, the first time it had been flown by Air Europe pilots. We returned to UK with it on the 6th of April.
G-BIKF was operated by AE during the 1983 summer season.
Great memories of possibly my favourite airliner. The irreplaceable 757.
Also a 535C (as built and fitted) aircraft was never temporarily fitted with E4 engines - They only had a full re-engine if the carrier or lessor wanted such, as has been noted above with the various fleet listings.
A new leased Monarch air-frame G-DRJC was not built with ETOPS and MON/OM wanted to do an ETOPS fit on her, but the lessor refused so an older ex 535C air-frame G-MONB had to chosen to have the ETOPS fit.
A quote from a chap (Red 5) some years ago here on Pprune who was a MON engineer -
NB was not the first choice, G-DRJC was the logical choice but the owner ILFC did not want it altered, therefore as the company had already committed to a very heavy Orlando programme and needed six aircraft NB reluctantly became the next aircraft to be converted.
The reason the company did not want to convert NB to ETOPS standard was due to the fact that being such an earlier build aircraft, the amount of modifications involved including major changes to the equipment cooling system was far more extensive than later build aircraft. However the task was completed and it has been a far better aircraft compared to NC.
G-MONB had a special status among British registered 757's.
It's old when she retired, & was the first of a type that really transformed the reputation of the holiday charter airlines and different mission requirements.
Quote from Tempsford -
The move to take the B757 was a major contributor to Monarch's survival in a very competitive market (1983) and a very shrewd one made when they still had Bristol Britannia's !.
MON/OM were also in the leading pack regarding EROPS (1988). Overcoming the ''if it ain't got four engines'' school of thought was hard work, but look at the situation now, few even bat an eyelid when they board a two engine aircraft for a long flight (few know what EROPS is)
Monarch converted 6 757 to ER config G-MONB, NJ, NE, NK, KE, & JB
Quote from Brakedwell -
I flew G-BKRM at Moses Lake on the 31st March 1983, the first time it had been flown by Air Europe pilots. We returned to UK with it on the 6th of April.
G-BIKF was operated by AE during the 1983 summer season.
Great memories of possibly my favourite airliner. The irreplaceable 757.
few know what EROPS is
I always thought it made a better acronym than ETOPS - Engines Turn Or Passengers Swim - just doesn't come across the same
I never worked the -535C, but my recollection is that the engine/aircraft interface didn't change between the 535C and the 535-E4 (just maybe some pin selections for the EICAS and FMC to account for the different engine limits and fuel burn).
If my memory is correct, it's not impossible that a particular aircraft might have switched between -535C and -535-E4 more than once. Aircraft comes in for heavy maintenance, they drop the engines and send them off to overhaul, then install whatever type they have a pair of handy (I'm pretty sure intermix wasn't allowed so both engines would need to be the same type).
If my memory is correct, it's not impossible that a particular aircraft might have switched between -535C and -535-E4 more than once. Aircraft comes in for heavy maintenance, they drop the engines and send them off to overhaul, then install whatever type they have a pair of handy (I'm pretty sure intermix wasn't allowed so both engines would need to be the same type).
That's interesting. I know the pylon differed between RR- and PW-powered 757s, as one might expect, but I'm surprised that Rolls and Boeing between them couldn't keep a common pylon across the 535 variants.