MY WORK, MY CAREER, AND MY COMPANY
                              (...CONTINUED...)

USAirways Fleet (past, present, and near future)...continued

The McDonnell Douglas DC-9-30 was the workhorse
and mainstay of the USAirways fleet for a very long
time. Here, N941VJ is pictured taxiing at Pittsburgh.
This paint scheme was used during the 1980's up until
about 1996, when the livery  was changed to our present
colors and design. The DC-9-30 is still flying in the
USAirways fleet although some are being retired as
newer more modern aircraft are added.

The airplane pictured at right was known as the BAC 1-11.
It was produced by British Aerospace LTD during the 1960's
and is a first-generation medium capacity short haul jetliner.
The BAC 1-11 was "inherited" into the USAir fleet as a result
of  the acquisition of Mohawk Airlines. The BAC 1-11 was an
incredibly durable, stoutly built, versatile aircraft that was
reluctantly retired from the USAir fleet in the late 1980's.
Many USAirways "old timers" - including myself - remember
the "Rocket", as we called it, very fondly. This old "Three Reds"
paint livery airplane is at Washington-Dulles Airport  in 1985.

BOEING 737 SERIES -200, -300, AND -400

A very unusual and rare picture! A brand new 737-300 taxiing at
Farnborough Air Show. This airplane, N352AU, was the Boeing
Company's demonstrator for the Airshow. This was the second
production 737-300, N351AU being the first. The "USAir" decals
on the engine cowling were removed for airline service.

Boeing 737-400  taxiing for takeoff

The Boeing 737 is the foundation of many airline fleets
worldwide, and USAirways and Metrojet are not an
exception. USAir was the launch customer for the 737-300
in 1982, ordering 10 of the type. Our 737-300 fleet has
grown to over 100, of both the standard model and the
"long-range" version (737-300LR).

Boeing 737-200 Advanced as a MetroJet

The larger 737-400 was integrated into our fleet as a result of the merger with Piedmont
Airlines in 1990. Essentially, it is a stretched 737-300, yet some systems were re-engineered
to account for the larger passenger cabin. There are other less noticeable changes between
the two aircraft and the best way to tell the difference between the 737-300 and the -400
is cabin window spacing: on both sides of the aircraft, just forward of the engine intake,
there is a space with no windows approximately 24 inches long.  The 737-300 has one space;
the -400 has two.
And what can be said about the 737-200 that hasn't already been said? The most prolific
commercial airplane ever, aside from the 727, is an airplane with no equal. This wiry,
scrappy little airplane, nicknamed "Fluf" (why? ask an airline employee, if they know!) is a
favorite with passengers, flight crews, and ground crews alike.  Boeing really hit a winner
when they designed and built any of these 737s,  and we will see them flying for a long time
to come.

Boeing 757-200
  Another winner produced by the Boeing Company is in the form of the 757. Here,
N620AU is shown arriving at Los Angeles.
The 757 was initially intended as a replac-
ment for the 727 but the airplane is much
more versatile. It has a much higher allow-
able maximum takeoff weight and is much
longer ranged. Some carriers (not USAir-
ways) fly these aircraft on Transatlantic
and US mainland to Hawaii services.
  I really enjoy working the 757. It is very
freindly to the personnel that work on and
around them, and passengers love them.
The 757 is a typical Boeing design: strong

and durable, solid as a rock in the air, yet its form is stately and graceful. My favorite airliner next to the 707.
Nice job, Boeing!!

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USAir, USAirways, the stylized flag, the MetroJet brand, and Piedmont Airlines/Aviation are registered
trademarks of USAirways Group, Inc.

Boeing and the Boeing logo, are registered trademarks of the Boeing Company, Seattle, WA, USA.