A Boeing 737-800NG readies for a dusk departure.. Photo by Owen Zupp.
Last week, I shared a story written by Owen Zupp, comparing the Boeing 737 classic to the next generation. What better way to compare them than how they fly? Luckily for us, Zupp has been able to fly both and is willing to share. Be sure to also follow Zupp on his own blog about aviation. Here is his story on the 737 in his own words…
The 737NG is a great all-rounder. In the context of a comparison with the Classic, there are distinct differences from a pilot’s perspective. From handling characteristics and performance to ’œtwo cup holders instead of one’, there are a myriad of differences in the newest steed from the 737 stable. Some are subtle, some are distinct, but the vast majority are improvements for the better while still meeting the ’˜common type’ constraints.
The majority of pilot’s speak of the NG with admiration. Much of this stems from the re-designed wing and winglets which provides enhanced speed, range and performance. The wing is also a major player from a handling viewpoint. The NG could be described as a ’œstraight line aeroplane’ when compared to the Classic. More like its bigger brothers, the increased weight and enhanced wing of the 737NG translates to higher energy that, in turn, calls for greater planning and anticipation when decelerating. On descent the NG can easily accelerate to its upper speed limit of the ’˜Barber’s Pole’ and whilst the Classic was quite at home being wheeled around the circling area and washing off speed, the NG is a more ’˜slippery’ candidate and needs to be handled on descent accordingly. In terms of turbulence penetration, the Classic possesses a seemingly more rigid wing that tends to ’œpunch through turbulence’, whilst the NGs wing is more ’œgiving’ and tends to ride the turbulence better. Again, this is a feature the NG seems to have in common with the larger aircraft from Boeing.
The analogue flight deck of a Boeing 737-400 'Classic' in a 'powered down' state. Photo by Owen Zupp.
The enhanced performance of the NG also received high praise. In the 737-300, the 1700 nm into wind sector between Australia’s coastal capitals of Sydney and Perth was not possible whereas such sectors are not a problem for the higher powered -800. Additionally, the capability to climb directly to 41,000 feet can prove an operational bonus when performance permits, allowing that extra 4,000 feet to get above more of the weather.
Whilst cockpit ergonomics seemed to have changed little, particularly with reference to the overhead panel, the accuracy of the GPS navigation system is a significant improvement for those up the sharp end. Constantly updated, there is no tendency for the map display to ’˜drift’. The outside world is reflected with precision on the cockpit presentation, which assists greatly in visual manoeuvres such as circling off the bottom of an approach. This was not the case with the older IRS driven maps.
A retiring Boeing 737-400 waits at the gate prior to it's final departure. Photo by Owen Zupp.
The longer fuselage of the -800 offers a potentially limiting geometry on take-off, making a ’˜tail strike’ a real possibility if the rotation is too fast. Landing the newer variant is also notably different aside from the longer landing distance that is required. With the shorter winged ’˜Classic’, a few knots above reference speed in the flare did not seem to alter the touchdown point significantly. Once its mind is made up to land, the spot is fairly fixed. However, the carriage of excess speed, or flaring too early in the NG can result in the wastage of significant amounts of precious runway. The enhanced wing of the NG means that the aircraft wants to keep flying and will happily float as it slowly decelerates in ground effect. For pilots flying the dual variants it is always worth self briefing this point on approach when hopping from type to type.
Walking around the NG, there seems to be only subtle visible changes to the 737 beyond the prominent winglets. It is longer, wider and with a higher fin than the Classic, but unless it is side by side with its ’˜parent’ these differences are all matters of scale. However, the aircraft does sit higher than its Classic forerunner and consequently allows greater clearance for the CFM56-7 engines that are slung beneath the wings. The trademark flat-bottomed cowlings of the ’˜dash 3’ CFMs are not quite so flat and lean towards more conventional round cowlings. Additionally, since January 2005, Boeing has been rolling out the 737NG without the now familiar ’˜eyebrow’ windows above the crew’s main windows.
A new 737-800 at Honolulu enroute to Australia. Photo by Owen Zupp.
The Next Generation?
2012 sees the Boeing 737 turning 45. Even so, it is still a design seeking more efficient ways to achieve its designed tasks. This year Boeing announced improvements to engine and airframe that will equate to around 2% in fuel savings. For the passengers, Boeing have looked to the 787 and given the 737 a facelift with the ’˜Boeing Sky’ interior with newer sidewalls, LED lighting and bigger overhead lockers.
The 737 also has a proven track record that defies time as all marques of this Boeing are still gracing the sky. With such a bloodline it is not surprising that the 737 Next Generation has enjoyed success in the same vein as its predecessors. With ER (Extended Range) versions giving the type even longer legs; there are very few tasks that the 737NG can’t handle.
Forged from the legacy of another tremendous domestic stalwart, the Classic, it has built upon its strengths and alleviated most of the perceived shortcomings. And with the 737 Max now looming on the horizon, It finds that irrepressible the NG family has captured that quality of so many Boeing aircraft; a workhorse for the airline and a loved stallion by its crews.
BOEING 737 CLASSIC vs NEXT GENERATION
Part 1 | Part 2 | Owen’s Blog
JETSUITE REVIEW BASICS:
Airline: Not an airline… try JetSuite private jet.
Aircraft: Embraer Phenom 100
Departed: Boeing Field (BFI)
Arrived: San Fransisco International Airport (SFO)
Stops: Non-stop flight
Class: Uber private jet class
Seat: Yes. Window and Aisle
Length: About 2.0 hours
Cheers: You are riding in a private jet and get all the bonuses that go along with that.
Jeers: You can only bring three of your friends.
Overall: JetSuite is a cost effective option that makes it difficult to go back to flying commercial.
I did not have to fake that smile. On the tarmac at SFO after our JetSuite flight. This is the 100th Phenom made by Embraer, reg number N581JS.
THE FULL JETSUITE REVIEW
When I was recently asked if I might want to hitch a ride from Seattle (BFI) to San Francisco (SFO) on a JetSuite private jet, how could I refuse? I have always wanted to try flying on a private jet and before this, I have never had the opportunity, so I was game.
Aren’t private jets just for the uber rich and was an exclusivity meant for a rare few? I now see that it depends on who you are flying and how flexible your schedule might be. JetSuite is a luxury that even the common man can afford and the better off can still appreciate (note: JetSuite flew me and a photographer down to SFO at no charge and Singapore Airlines paid for our commercial flights home).
Mount Rainier and Adams popping above the clouds shortly after take off.
My JetSuite flight was scheduled to leave Seattle at around 6:45 am, which meant it was an early morning. It is amazing how knowing you are going to fly can help to wake you up. I was hoping to get photos of the Embraer Phenom 100 aircraft before we departed, but it was dark and (take a wild guess) rainy.
One of the benefits of flying on a private jet is not having to deal with the airport hassle. Most private jet flights leave from an FBO (Fixed Base Operator), which is really a small office for private aircraft. It took me about 3 minutes to get from my car to the aircraft and that was with a stop to get coffee. No security, no lines, no hassles. An extra bonus is I was greeted by our two pilots and we had the opportunity to get to know them a little bit before taking off.
The Phenom 100's interior was designed by BMW and is actually pretty roomy. I took the seat on the right facing backwards.
It was time to go. After a quick run from the FBO to the plane to avoid the rain, I was ready to start our journey. Currently, JetSuite only operates the small Embraer Phenom 100 aircraft that can hold four passengers. You cannot miss them with their red racing stripe going down the center, providing a unique look. It seems that some folks are not a fan of the aggressive livery, but I love it. It gives their aircraft that race car look and isn’t the swirly grays or tans that you normally see on a private jet.
I was not sure what to expect since the Phenom 100 is such a small plane, but looks can be deceiving. I was impressed with how much room was in the cabin and how easy it was to work, take photos and chat with the others on board. The interior was designed by BMW and because of this, the colors, lighting and tones felt high-end. Each set of seats has a table that folds out and provides ample space for both people to work. I chose to sit in a rear facing seat to experience the flight backwards, which is not much different than enjoying it facing forwards.
JetSuite opted to install Synthetic Vision on their Phenom 100's which give a realistic view of the terrain on the large screens.
Being able to work and collaborate with others is a huge benefit of taking an aircraft like this. Along for the ride was a photographer for AirlineReporter.com (thanks Amy), another journalist and Keith Rabin, the President of JetSuite. Although the engines were not that far away from us, there was not any trouble hearing and it was no problem getting work done. Four business people would not be able to hold a confidential meeting like this flying commercial, nor could four friends have such a grand time socializing.
Another benefit of riding your own private jet is that you can go check out the cockpit and take photos. When going up front, you are welcomed by three large screens. Each pilot can customize the look of his/her display. The photo above demonstrates the new Synthetic Vision which shows real time terrain behind everything else a pilot needs to know about their aircraft. Even though the Phenom 100 can be operated by just one pilot, JetSuite has chosen to use two.
There is a small lavatory in the rear of the plane that requires a curtain. You might want to go before take off.
Even though the plane is small, there are quite a few amenities tucked in for the passengers. You have the ability to pull out some Bose headphones to either deaden the noise or listen to XFM Satellite radio. There was also hot coffee, cold drinks and a selection of snacks located in a bin right behind the seat. If one feels like having a few “adult beverages” there are plenty of choices (here is just one basket). Since my flight was early morning, I chose coffee and water.
There is a small lavatory in the back of the plane, which you need to put up a curtain to use. It is much better than having no restroom option, but I would suggest going before you take off or drink enough alcohol where you just won’t care anymore. You also are allowed to use your electronic devices whenever you want and if you are flying and get a cell signal, you are allowed to use it! Do not get too excited; I only had two short windows of cell reception to get Tweets out, but not being yelled at to put away my electronic devices was wonderful.
My seat had access to an outlet, Bose headphones to listen to XFM radio and a little storage area.
During the flight, I was able to learn about JetSuite and what they are are hoping to do in the future. The company was started in 2007 by JetBlue founder Alex Wilcox who knows airplanes. JetSuite currently operates a fleet of 13 Embraer Phenom 100s. They chose the aircraft because it provides some of the best economics for a private jet and is capable of providing quick short hop trips for their customers.
However, only being able to do short hops is detrimental for a company looking to expand. JetSuite wants to grow their operations, especially on the east coast and to reach Florida from the New York non-stop will require a larger aircraft. The obvious fit would be the Phenom 300 or if things are going well, maybe even the larger Embraer Legacy 500.
I was pretty upset that this photo did not turn out, but it was the best one I ended up with. I still want to share it since the experience was quite epic. We were on final approach into SFO and it is great to be able to turn around and watch out the cockpit window as we landed.
How does one go about getting a ride on JetSuite? Well, it depends on who you are and what you are looking for. On the crazy cheap end of things, you and three of your friends can take a flight one way for only $499 — about $125.00 per person. To get one of these deals, called “SuiteDeals”, you need to be very flexible and catch it on their Facebook page. When JetSuite has an empty leg, they will offer it and if a person has the ability to take them up on the offer, you have yourself one heck of a great deal.
If you are looking for something a bit more flexible, they also offer SuiteSavers from $1499 to $1999 each way. Of course they also offer getting a jet when and where you want it, but that will cost you a bit more — from $2500 to $4000 per hour depending on if you have a membership and your needs.
With some private jet companies, you have to invest for the long-term. Either buying a fraction of the plane or purchasing a costly hour card. But with JetSuite, there are no long term commitments or contracts. You want to fly once, you get to fly once — although a membership and multiple flights will bring down your costs per hour.
The wings on the Phenom 100 are tiny, but they get you where you need to go. Here we are landing at SFO.
JetSuite has recently started a business relationship with Singapore Airlines to allow passengers to maintain a high level of service that they have come to expect. Singapore Airlines is well known for their level of service (especially on their Airbus A380s) and although there might be a few US domestic airlines that provide a decent product, none are able to compete with Singapore’s first class suite.
The new relationship allows passengers to easily transfer from their Singapore Airlines flight to their JetSuite private aircraft. Once arriving, a car will pick you up and take you to JetSuite — really a suite-to-suite service.
Anyone who flies Singapore Airlines is able to get a discount, which depends on the type of class you are flying. If you are on a first class ticket, you will save up to $1400/hr and on a business class ticket up to $900/hr on your JetSuite flight.
It was hard to leave the JetSuite Phenom 100. Especially knowing I had to fly back home commercial.
After spending a few hours in San Francisco touring Singapore Airline’s food facility (that story coming soon), it was to the “real” airport and time to board a Virgin America flight back to Seattle. Even though Virgin America might provide one heck of a domestic product, it just did not even come close to comparing to JetSuite. The problem with flying private jet, is it is hard to travel any other way in the future. I guess that is a problem I am willing to have.
I have been fortunate enough to experience many cool adventures with this blog, but almost none of them I could afford on my own. $8000.00 for a one way business class ticket? Ha! But this was an experience that I could actually afford, if I was able to get one of the last minute deals. Of course those of you with a bit more means at your disposal, even paying a full fare can be worth the time and hassle saved.
VIEW ALL 26 OF MY JETSUITE REVIEW PHOTOS
A Curtiss C-46 Commando that crashed in Churchill, Manitoba in 1979.
The far north can be a brutal place. Many towns exist, but there are not many ways to get to them and air transportation becomes a must. But what happens when an older aircraft crash lands in the middle of no where? Most times, it is not worth the cost and effort to salvage the plane and they are left to rot. Although sad, it does provide the ability for people to head north and take some amazing shots of these aging aircraft.
Ruud Leeuw took a look at some of the aircraft that have been abandoned in the great north and I felt it was something to share. Not only does Leeuw’s page have great photos of old aircraft, but also many stories to go along with them. From a B-29 that crashed landed in Greenland, to a Lockheed Lodestar that went down in northern Qubec, the collection is quite impressive. If you have a few minutes (eh, make it more than a few), be sure to check out his site.
Thanks Dave for pointing this one out.
Starting at about 1pm on 2/9 and ending on the morning of 2/10, Boeing 787 ZA236 created this epic design. Click for larger. Image from FlightAware.com.
The fact that Boeing just spent almost 19 hours flying one of their 787 Dreamliners around the country, creating a “787” and Boeing logo has multiple levels to it. First, it is just frek’n awesome. Even though Boeing made a “747” in the sky recently with a 747-8F and also flew over 48 states with a 747-8I, this one takes the cake. Those other two mostly required straight lines and really the “747” was a bit shaky. Not only were these 787 pilots able to successfully make a “787,” but also the full Boeing logo — what an accomplishment. Not quite sure how a pilot might put that on their resume, but I hope that they do!
Boeing’s goal for the flight was not just to make a cool design in the sky, but to also put the GEnx-1B engines to the test. From Randy Tinseth, vice president, marketing for Boeing Commercial Airplanes, stated this morning on his blog, “It was an 18 hour Maximum ETOPS (Extended Operations) Duration flight test for a 787-8 with GE engines. Our team coordinated with the many air traffic control centers, choosing the routing to avoid restricted airspace. In the end, the flight covered over 9,000 nautical miles.”
ZA236 inside the Boeing factory on 9/25/11. Photo by AirlineReporter.com
Digging a bit deeper, I think this is strong evidence to show how much Boeing has changed over the last few years. I have followed Boeing’s change from being a company that really did not reach out to fans to one that celebrates the fact that they are loved by so many. From Boeing starting and becoming successful with social media to creating a YouTube channel, they have come a long way and they keep showing their growth.
Boeing had a task to operate a 787 Dreamliner for a long test flight and they could have easily ran a big circle or up and down the coast. Instead, they decided to put in quite a few hours to plan and execute this historic sky-writing flight.
I am sure that Boeing was hoping to keep this a surprise, but I know there are many fans out there who track every movement of every Boeing 787 Dreamliner and it is hard to keep this sort of thing hidden from the internet — especially when it takes almost 19 hours to complete.
So cheers to Boeing for pulling this off and to those eagle eyes who caught it!
SEE SCREEN SHOTS OF THE DESIGN IN PROCESS
This Boeing 787 Dreamliner flight is EPIC!
This is a live shot (well about 5min old) of flight aware catching a Boeing 787 Dreamliner taking an interesting route east across the US. It might look a bit like a “787” and the future path is showing that it might be in the process of making a “-8.”
I gave a quick call to Boeing and they aren’t will to say what is going on (yet), but I expect more details to be released once the plane lands back at 7am at KBFI (where it took off). Until then, you can spend the next 12 hours watching this Dreamliner make an epic flight.
Last August, Boeing did something similar with the 747-8, making a “747” flight plan over the US during the 747-8F’s final test flight.
Working on more info and will update…
UPDATE 7:45PM
Wow, I didn’t zoom out enough (thanks Pat) … The flight path shows not only are they making a “787-8” but also the entire Boeing logo. You might be an AvGeek if watching this live gives you goose bumps! This is truly a work of art.
Did the special flight of this Boeing 787 get called off? Or is Flight Aware showing wrong info.
UPDATE 7:55PM
Uh oh… the flight status is not showing the full Boeing logo anymore and now the aircraft is heading back to KBFI, with a return time of 10:51PM PST.
UPDATE 8:05PM
Flight Aware is not known to be the most accurate and now the landing time is showing at 8:34pm. My guess is the 787 is continuing on with its full logo.
On track to do the full logo.
UPDATE 8:20PM
Looks like the plane is making a nice arch up to the northeast and a sharp turn to the southeast, meaning it is still on track to make the full logo. According to Jon Ostrower, this is aircraft is ZA236 (which is set to be delivered to Air India) and is working the final flying certification flights for the GEnx-1B engines.
Gotta love Flight Aware.
Taken at 9:05PM PST, Flight Aware is back to showing the original flight plan that we haven't seen for a while.
UPDATE 8:55PM
Yea, I am going with Flight Aware doesn’t know what is going on. Looks like the aircraft is on target to making the origional design and I am not quite sure what this one is supposed to be.
What a cool design!
UPDATE 2/10 7:15AM
As most of the US slept last night, the Boeing 787 kept on its mission to mark the sky with a full Boeing logo. As of now, the Dreamliner is still in the air and is scheduled to land at Paine Field at about 8:30am. The aircraft is taking the same journey west as it did east, back tracking over the original “787.”
