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#1
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Delta 767s
We just booked a flight from BWI to Fort Myers Fl with Delta. The flight out
is 1593 and stops in Atlanta. The return is two different flights with the change in Atlanta. What surprises me is that all four segments are on 767s. Why would Delta use such a large plane on such short runs?? thanks frank |
#2
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Delta 767s
"Frank" wrote in message ... We just booked a flight from BWI to Fort Myers Fl with Delta. The flight out is 1593 and stops in Atlanta. The return is two different flights with the change in Atlanta. What surprises me is that all four segments are on 767s. Why would Delta use such a large plane on such short runs?? Bear in mind that while 767s are aircraft with long-haul capability, they are also pretty sizeable in terms of passenger capacity. According to delta.com, the DL 767 has between 204 and 287 seats, depending on the variant and configuration - which makes it bigger in terms of pax carried than the 777 at 277 seats. Many airlines use 767s on short runs. One which comes to mind immediately is British Airways, who I have seen running 767s between London and Paris, Geneva, or Zurich - all flights of 90 minutes or less. Some airlines use even bigger birds - Japan Air Lines ran (and maybe still does run) a B747-SR (Short Range) capable of carrying up to 550 pax on short routes. JAL use(d) it for domestic flights with very high density. PEter |
#3
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Delta 767s
"Traveller" wrote in message
... "Frank" wrote in message ... We just booked a flight from BWI to Fort Myers Fl with Delta. The flight out is 1593 and stops in Atlanta. The return is two different flights with the change in Atlanta. What surprises me is that all four segments are on 767s. Why would Delta use such a large plane on such short runs?? Bear in mind that while 767s are aircraft with long-haul capability, they are also pretty sizeable in terms of passenger capacity. According to delta.com, the DL 767 has between 204 and 287 seats, depending on the variant and configuration - which makes it bigger in terms of pax carried than the 777 at 277 seats. Many airlines use 767s on short runs. One which comes to mind immediately is British Airways, who I have seen running 767s between London and Paris, Geneva, or Zurich - all flights of 90 minutes or less. Some airlines use even bigger birds - Japan Air Lines ran (and maybe still does run) a B747-SR (Short Range) capable of carrying up to 550 pax on short routes. JAL use(d) it for domestic flights with very high density. PEter They still do, and ANA too. When you look at http://www.flightlookup.com for flights between Tokyo and Osaka, they're mostly running with 747's and 777's on this one hour flight. Joost |
#5
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Delta 767s
"Traveller" wrote:
Some airlines use even bigger birds - Japan Air Lines ran (and maybe still does run) a B747-SR (Short Range) capable of carrying up to 550 pax on short routes. JAL use(d) it for domestic flights with very high density. The newest version of the JAL 747-SR is the 747-400D (domestic). |
#6
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Delta 767s
"Clark W. Griswold, Jr." 73115 dot 1041 at compuserve dot com wrote in message ... "Traveller" wrote: Some airlines use even bigger birds - Japan Air Lines ran (and maybe still does run) a B747-SR (Short Range) capable of carrying up to 550 pax on short routes. JAL use(d) it for domestic flights with very high density. The newest version of the JAL 747-SR is the 747-400D (domestic). Trivia question... What's the difference between the -400 and -400D?? J hint - something that helps on the long range end of things but adds drag on the short range end... |
#7
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Delta 767s
"Jim Anderson" wrote:
Trivia question... What's the difference between the -400 and -400D?? Some structural parts have been beefed up to handle the additional number of cycles that happen when operated in a domestic route structure, and the winglets have been removed. As background, specing out an airplane is a balancing act between reducing weight and maintaining an economical life. Overall cycles are more important than hours on an airframe (engines can be replaced). Long haul aircraft see 1-2 takeoff/land cycles per 24 hours, but average 10-12 flying hours in that same period. Cycles are a factor in engine life, but are more of a concern to the airframe due to pressurization/depressurization stress as well as the impact of landing. Aircraft that operate domestically will see their daily cycle counts go up by a factor of 4 or more and their overall flying hours staying the same or dropping. |
#8
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Domestic versions (was: Delta 767s)
"Clark W. Griswold, Jr." schrieb:
What's the difference between the -400 and -400D?? Some structural parts have been beefed up to handle the additional number of cycles that happen when operated in a domestic route structure, and the winglets have been removed. As background, specing out an airplane is a balancing act between reducing weight and maintaining an economical life. Overall cycles are more important than hours on an airframe (engines can be replaced). Long haul aircraft see 1-2 takeoff/land cycles per 24 hours, but average 10-12 flying hours in that same period. Cycles are a factor in engine life, but are more of a concern to the airframe due to pressurization/depressurization stress as well as the impact of landing. Aircraft that operate domestically will see their daily cycle counts go up by a factor of 4 or more and their overall flying hours staying the same or dropping. They learnt from the 737 cabrio effect (Aloha 1988). http://myadvertiser.com/2001/Jan/18/118localnews1.html Regards, ULF |
#9
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Wide bodies on short flights (was: Delta 767s)
"Andrew J. Perrin" schrieb:
I suspect it's partially congestion at ATL, which makes it less than attractive for DL to run multiple smaller-craft flights in high-occupancy routes. I've seen some others, though -- from memory, I've flown 747s from BOS-DTW (on NW) and WDH-JNB (on SW), both short flights. FRA - HAJ (2:30 by *train*) used to be served by 747 during Cebit, at least in 2002. http://www.airliners.net/discussions...ad.main/764567 Regards, ULF |
#10
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Domestic versions (was: Delta 767s)
"Ulf Kutzner" wrote in message ... "Clark W. Griswold, Jr." schrieb: What's the difference between the -400 and -400D?? Some structural parts have been beefed up to handle the additional number of cycles that happen when operated in a domestic route structure, and the winglets have been removed. As background, specing out an airplane is a balancing act between reducing weight and maintaining an economical life. Overall cycles are more important than hours on an airframe (engines can be replaced). Long haul aircraft see 1-2 takeoff/land cycles per 24 hours, but average 10-12 flying hours in that same period. Cycles are a factor in engine life, but are more of a concern to the airframe due to pressurization/depressurization stress as well as the impact of landing. Aircraft that operate domestically will see their daily cycle counts go up by a factor of 4 or more and their overall flying hours staying the same or dropping. They learnt from the 737 cabrio effect (Aloha 1988). http://myadvertiser.com/2001/Jan/18/118localnews1.html Regards, ULF Anyone have the numbers on the empty weight of a "stock" -400 and a "stock" -400D? J |
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