Brian,
Thanks for the look at the old schemes; I'd completely forgotten about the old bare metal looks of the ex-OC/AA -300s.
As a public service to all of my fellow airline geeks out there, here are some other aircraft that may be of interest:
N7379F (737-2C0, msn 20071)
http://www.airliners.net/photo/Southwest-Airlines/Boeing-737-2C0/0227953/L/
Along with N7385F and N7388F, this was third member of what were affectionally known internally as the "Three Little Pigs". One of these three (N7385F)was an "(ADV)anced model of the 737-200 (like all our 737-2H4 models at that time), and N7379F and N7388F were older "Basic" model 737-200s. (Any 737-200 produced after 1971 was an ADV model. For those interested in the tech details, see the excellent 737 site at: http://www.b737.org.uk/737original.htm#737-200 Advanced
All three aircraft started flying for Southwest in August of 1987, with N7379F and N7388F returning to Continental in September, 1988. The last one, N7385F, was returned in December of 1988.
EI-ASH (737-248, msn 20223) and EI-BEE (737-281, msn 20413)
http://www.airliners.net/photo/Southwest-Airlines-(Aer/Boeing-737-248/1251704/L/
These two 737 "Basic" models started flying for Southwest in September and October, respectively, of 1983, and both would return to Aer Lingus in April of 1984. I can't find my own picture of EI-BEE in Southwest colors, nor do I find any on some of the popular airliner photo sites, but I'm sure there's one out there somewhere.
N721ML (737-2T4, msn 22697), and N722ML (737-2T4, msn 22698)
http://www.airliners.net/photo/Midway-Airlines/Boeing-737-2T4-Adv/0131105/L/
http://www.airliners.net/photo/Midway-Airlines/Boeing-737-2T4-Adv/0403347/L/
Along with N130SW (Nee N83AF, 737-2T4, msn 22699) previously mentioned in your original blog post. these three 737s were all sister ships (note the sequential msn), all originally delivered to Air Florida. Having previously dispatched for Air Florida in the 1981-1982 period, I can tell you they were the latest and greatest 737s from Mr. Boeing, and all had the most powerful variant of the JT8D engine, the -17. Air Florida based two 737s in MSP each winter to run charters to warmer climes, and these newest aircraft could handle MSP to Mazatlan, Mexico and other distant destinations with ease.
With Air Florida's demise in 1984, N81AF and N82AF would go to Midway Airlines as N721ML and N722ML, respectively. After Midway shut down some years later, N721ML and N722ML would both enter service for Southwest in May of 1991. Sharp-eyed airline geeks will notice that both aircraft were re-registered in June of 1992, keeping the same N721 and N722 numbers, but deleting the "ML" suffix, and replacing it with the "WN" suffix. N702ML, previously discussed in your original blog post, and also an ex-Air Florida and ex-Midway aircraft, would retain its "ML" suffix, as that particular aircraft had a different lessor, who wanted (for whatever reason) to keep the registration unchanged.
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11-04-2008
09:42 AM
243 Loves
One of the runways at Las Vegas (LAS) is going to be closed awhile for resurfacing, and it may affect our operations there. Mark Monse, one of our Dispatchers, explains the circumstances: LAS normally has the capacity to land as many as 60 aircraft per hour, but the closure of 07R/25L (one of their four runways) drops that 60 rate down to anywhere between 44 per hour and 28-32 per hour. The deciding factor is the surface winds and what combinations of the remaining three runways will be able to be used. If LAS is using the only runway config that allows that 44 perr hour rate, any delays should be pretty mininmal. If they're using the three runways configurations that have a 32 per hout rate or the single configuration that has a 28 per hour rate, delays (taken at the departure point, for example, XYZ-LAS) will ensue. Those delays could be 30/60/90/120 minutes (or more) all depending upon exactly when the winds dictate various runway configurations relative to the peaks and valleys of the traffic scheduled for LAS. All of the above is predicated on good weather as far as the lack of low cloud ceilings, low visibilities, rainshowers, or thunderstorms, or combinations thereof. Should any of those occur, the arrival rates above could easily be even lower, and the resultant delays higher. So, it's not the airlines' fault, nor Air Traffic Control's, since all ATC is doing is maintaining a balance between traffic demand and actual traffic capacity. A good thread on the subject is at airliners.net. (Link now works) Hopefully, good weather will prevail and they'll get the project done well before the planned May 1,2009, completion date.
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