Icao Stage Iv - 2006

[lowecur]

This will be interesting to see if NWAC is forced to do something about their 9's this year. With 140 of these old timers, they may be forced to make a large order this year. This could be the savior for the 717 line, or they could just continue to order Airbus'.

AA, DL, and Spirit also have to deal with this problem. My guess is they will all petition for an extention with circumstances from 9/11 as the reason.

 

[Dizel8]

About a double whammy, what is the latest on domestic US RVSM?

 

[lowecur]

dizel

This is supposed to save the airlines money, although it sounds like it could be a catastrophe waiting to happen.

 

[Snoopy58]

Domestic RVSM takes effect in a little over a year -- late January or Feb 1 2005 or thereabouts. At that point, FL 290 and above are RVSM altitudes... be compliant or fly at or below 280.

What is ICAO stage IV?
What does it take to make a -9 RVSM compliant?
What are Northwest's plans in that regard? (This MUST be public knowledge by now!)

IIRC, it would take something like 2 or $300,000 to make a 737-200 compliant... fair chunk of change for a jurrassic jet, but not nearly so much as buying a new jet IF you've otherwise got lots of life in an existing one. Don't know if the avionics in a -9 make some of that cost unnecessary or not.

Anyone?

 

[lowecur]

snoopy

Glad you asked.

ICAO (international civil aviation organization) stage IV requirements go into effect in 2006. This all relates to engine noise based on adopted environmental standards. All the MD 80'
s are non- compliant, as are the DC-9's. Hush kits will probably become available, but as yet there are no sellers to my knowledge. My guess is a petition for extention will be filed by the major carriers flying these a/c.

 

[Dizel8]

About RVSM, I was actually thinking more along the lines of, taking older a/c's and making them compliant. Between stage IV and RVSM, I would think it would be costprohibitive to modify some older existing airframes.

 

[Rhino]

rvsm

The Navy is tackling this problem too with their DC-9/C-9B aircraft. All but four a/c in the "fleet" are compliant, and plans are to retire those four before 2005. Replacement a/c is the 737-800.

 

[switchbiatch]

Well you think that is bad, how many 727's does Fedex have that are non-compliant with both of those requirements. Do not worry I am sure they will get an extension till 2010, it just takes money to lobbyist.

 

[peter185]

RVSM is not really FL290 and above like another poster said, it will affect the altitudes from FL290 to FL410 and to cruise in that range you must be RVSM compliant. You can be non-RVSM and climb through these levels to get to your cruising altitudes though.

 

[JetPilot500]

RVSM is not really FL290 and above like another poster said, it will affect the altitudes from FL290 to FL410 and to cruise in that range you must be RVSM compliant. You can be non-RVSM and climb through these levels to get to your cruising altitudes though.

This is true...however, as far as the airlines are concerned they will be required to be RVSM to fly at FL290 and Above since they don't operate above FL410.

JetPilot500

 

[JetPilot500]

What does it take to make a -9 RVSM (Stage IV) compliant?

The main thing that makes the DC-9 even stage III compliant on approach is limiting the maximum flap setting. I highly doubt that airplane or any airplane operating with those engines can be made Stage IV. But, you never know.

JetPilot500

 

[JetPilot500]

This could be the savior for the 717 line, or they could just continue to order Airbus'.

Airtran and Midwest have both found that the 717 saves a lot of money, even though they have to pay a large mortgage or lease fee.

The A-318 costs a lot more to purchase and operate than the 717. It does have a lot of commonality with the A-320 series which could be benefitial.

However, I'll bet NWA will just fly those old Diesel 9's at FL270 and FL280 since they are often used on shorter flights anyhow. I would sure like to see them go with the 717 though.

JetPilot500