@@Arcadiez They could have ordered their newer NGs with this kind of winglet out of the factory, that could have saved them money. I don't get it why they didn't do that.
I wish all airlines with the NG in their fleets would do this. There were rumors Delta was going to with their -800s, wishing DL and AA would here in the U.S.
It looks pretty nice actually but i am pretty sure with this new modification, many people are going to mixed up and confused about this solution for it's -800 for a Boeing 737 MAX
You need to put your glasses on mate. Looks perfectly closed to me. You'd hear about it on the news if they opened at that point in the flight. As an aside, the 737 can actually deploy its reversers in flight when within a certain close distance to the ground but almost certain that crews are forbidden from doing that officially. There are some videos of it happening though.
I can see the confusion, but that is just a marking on the cowling, marking a safety critical area for when the engine is running. Sometimes engineers have to perform tests on a running engine so they're very close to the inlet and exhaust, and I believe that marking tells them they shouldn't move forward from that line.
I wonder if we will see something similar for the A320 series? Could even be a game saver for the A321xlr to regain at least some of the extra fuel burn as a result of changes to the new tanks. I noticed that they are more vertical than with the Max, is that because the wingspan of the NG is already close to taking it into the next gate category?
Those kinda exist, sharklets first seen on the a320neo can be retrofitted to the a320ceo and the xlr may already come included with it. But those only go vertically up which you have described but newer winglet modifications later on should be possible
@@disturbed4733 Isn't the aspect ratio similar on both 737 and A320? Of course the span loading might be very different regardless and I'd guess that affects winglet economics too
@@AmbientMorality First, let me say I only know about the 787 and assumed the same for the A320. Also, the aspect ratio of a wing is the ratio between the length and average width of the wing. Because the 787 wings are carbon fiber, they can play with the shape of the wing more. Boeing came up with a raked wingtip design, which reduces the average width of the wing. This acts similarly to a Winglet by increasing the wing's aspect ratio to interrupt the unwanted wingtip vortexes.
@@davidkavanagh189 Ryanair probably won't, but it's not implausible that aftermarket drag reduction package could do that. Aero Design Labs was testing a reshaped tail cone on a WestJet 737-700 alongside other changes, but it doesn't seem to have made it into their first certified package.
Aero design labs tested a more aerodynamic APU cone on a WestJet 737-700, among other aerodynamic modifications. No real word from them as to the efficiency gains
Question and comment: does Ryanair prepay for their fuel? And in any case, just life for cars, if fuel cost goes up or down, the recoup time will adapt accordingly...
They don’t prepay no Pilots decide fuel needed for that flight then pass that info to the fueler, the fueler after finishing give the fuel slip and that gets sent to Ryanair in order for them to pay
The Max uses the Advanced Tech Winglet by default, a further improvement to this optional retrofitted type which is the replacement for the regular blended winglet on the NG series without that extra piece
@@filledwithvariousknowledge2747 Those kind of devices tend to work effectively on heavier/longer flights and could actually cost more fuel(due to their added weight) on shorter flights. If an airline operates mostly shorted flights and/or with less pax, or a big mix of ops, the business case for adding them is less.
@@davidkavanagh189 How is this true? Winglets should be an induced drag reduction at the cost of a parasitic drag increase, so in climb where induced drag dominates, I'd expect winglets to do better.
@@AmbientMorality Because they work best at higher AOA/higher weight. At lower weights and lower AOA, the reduction in induced drag is much less or even zero, but you will have the parasite drag and weight of the winglet. A good example of this in practice are some of the new build B767s that FedEx operates in EU on short routes. They have no winglets fitted even though they're only a few years old. Winglets also weren't offered on the 737-600 and very few A319s have them.
@@davidkavanagh189 OK, so is this specifically the climb from like 10,000ft to cruise in question? For the initial climb and for cruise it must be beneficial. I'd think cruise would mean that they have to be beneficial for a reasonably large range of lift coefficients though, so it seems like the penalty for climb couldn't be that negative?
If he would announce that he will increase prices because of this Ryanair would lose far more money than they would win back with saving the fuel. They'll likely try to lower prices to increase traffic and make money on passengers buying optional extras, food & drinks or duty free.
@@japsie9280 The Fokker 130 builds on the reputation of hundreds of Fokker aircraft flying the world today. A unique development program based on early certification flight testing using 2 existing Fokker 100 aircraft converted into 2 compliant Fokker 130 prototypes targets entry-into-service in five years. The Fokker 130 will be certified to latest EASA and FAA requirements. The Fokker 130 will be developed in cooperation with renowned Dutch engineering companies, the national aeronautical institutions and international specialists.
Airlines dont buy aircraft because of their country of origin but rather because of their effiency. The fk130 carries 1.6x less passengers for a range almost 2x smaller.
Airlines have wingless for year yet Ryanair only now getting it is so behind other airlines just like bstic air among others other aircraft have these winglets Ryanair is so behind the times