BTW, glhcarl, I'm very interested in what you consider my "outragious" statements about the TriStar. I've stated my opinion above (very positive), and while I've observed a quirk or two (one-time rapid yaw oscillation on takeoff from DXB), there's certainly nothing "outragious" about the bird.

I've always admired Lockheed as a company, and decades ago researched & written historical articles on several early Lockheed designs. (Did you know, if WWII had not come along, the fabled Beechcraft 18 might have never been successful in the marketplace? The Lockheed 12 was outselling it 2-1 by 1941.)

So you can see if I've said anything outrageous, I'd like to set it straight.

Maybe I had you confused with someone else and your statements were not "outragious". However, you seem to think you know alot about the TriStar even though you said you never worked on them. Will I lived with them for more than half my life and when people say things I know not to be true I will point out those un-truths.

glhcarl - Thank you (I think...) for your clarification, and my request still stands. :)

Known as pod nod and in my sixteen thousand hours on the type, have noticed this a few times, easily corrected, if the pilot knows what to do.

Intertesting.
As I work with ex-RJ guys all the time (our flight mechanics) they have mentioned no such thing, and several of these guys were sent to Lockheed and RR for training prior to RJ receiving the type.
Likewise, SV had no such problem that I recall, and I was there for over ten years, flying the airplane.

The JT9's are becoming a problem for O'hauls. P&W only does this engine in their Singapaore facility so that can be an issue. Air Canada was doing the engines, but their test cell was not set up for the higher thrust dash numbers thus creating a problem for those with higher thrust versions of this engine on many of the -200ER's