More International Destinations Gone in 2010

[FWAAA]

According to Boeing, it depends on the engine. The longest range versions have the P&W engines. US had the RB-211-535 engines but I don't know what engines DL has on theirs.

I can help with part of the question; the ex-TWA/ex-AA 757s leased by DL had PW2037 engines. Dunno what MTOW version they were.

 

[BoeingBoy]

I assume that the difference is efficiency since the max t/o weights and fuel capacities are the same regardless of engine (except for the 757-200PF - freighter version???). The MTOW did increase over time after the introduction of the 757, but US has the highest weight versions (except the aforementioned PF's). While range at MTOW isn't that different (~200 nm) the range at given gross weights below max are greater with the P&W's. For example, for a range of 4,000 nm the RB211-535C's are limited to t/o weight of about 135K pounds, the RB211-535EB4's up to a t/o weight of 153K pounds, and the P&W's up to a t/o weight of 165K pounds. Those are for the basic airplane - adding winglets would increase all those figures somewhat.

Jim

 

[SegmentKing]

One bad thing about Airways having a stronghold on DCA is that they can't go international out of DCA.

I believe Nassau & Toronto are served from DCA, and possibly Bermuda (or it was)

 

[BoeingBoy]

I think that DCA can only handle international flights from places that pre-clear U.S. customs/immigration, so international service is limited to a few international destinations. Of course, distance is limited by the runway so that's also a factor in what international service can be offered. Put the two together and you've got a few Canadian and Caribbean destinations (plus BDA since it's not in the Caribbean).

Jim

 

[nycbusdriver]

I assume that the difference is efficiency since the max t/o weights and fuel capacities are the same regardless of engine (except for the 757-200PF - freighter version???). The MTOW did increase over time after the introduction of the 757, but US has the highest weight versions (except the aforementioned PF's). While range at MTOW isn't that different (~200 nm) the range at given gross weights below max are greater with the P&W's. For example, for a range of 4,000 nm the RB211-535C's are limited to t/o weight of about 135K pounds, the RB211-535EB4's up to a t/o weight of 153K pounds, and the P&W's up to a t/o weight of 165K pounds. Those are for the basic airplane - adding winglets would increase all those figures somewhat.

Jim

Those weights would be more likely for a 737. Care to recalculate? Maybe add another 50 tons?

 

[BoeingBoy]

Actually the numbers are correct, but my error was saying "t/o weight" - those numbers are zero fuel weight so roughly 75K pounds of fuel (11,275 gallons) needs to be added to arrive at the maximum t/o weight limit for a range of 4,000 nm. In other words, the max t/o weight for the RB211-535C's wold be ~210K lbs, for the 535E4B's ~228K lbs, for the P&W ~ 240K lbs.

I also transposed two letters in the higher thrust Rolls enging - it should be RB211-535E4B instead of RB211-535EB4.

While not a correction, I should have noted that Boeiing's charts are are based on what they consider a standard empty weight (different airline configurations will have different OEW's and some difference will exist between an airline's planes), ATA domestic reserve fuel (generally less than that required for TA ops), standard day temps (warmer would decrease performance), and calm winds (obviously reducing range on westbound TA flights).

Jim

 

[CLTBWIDAYSYR]

Again (as Etops as already asked), source of these reductions, please? I've not heard anything about cities being dropped next year.

 

[AirbusAVE]

I believe Nassau & Toronto are served from DCA, and possibly Bermuda (or it was)

Bleh, I was talking about international destinations to South America, Europe, Asia, etc. that require the 330's or 67's.

 

[BoeingBoy]

Bleh, I was talking about international destinations to South America, Europe, Asia, etc. that require the 330's or 67's.

To be fair though, those flights aren't possible from LGA either and the slots that will allow growth in DCA came at the expense of LGA slots and not PHL/CLT/PHX gates. I think it's a safe bet that any long-haul international like you meant will be from PHL, CLT, or PHX barring a merger changing everything.

Jim

 

[OTslave]

To be fair though, those flights aren't possible from LGA either and the slots that will allow growth in DCA came at the expense of LGA slots and not PHL/CLT/PHX gates. I think it's a safe bet that any long-haul international like you meant will be from PHL, CLT, or PHX barring a merger changing everything.

Jim

You're right. The only ones that ran from LGA fairly steadily were NAS/FPO and BDA in season. On Saturdays, in addition they did SJU/STT/AUA, all pre-cleared in the islands with the exception of SJU that didn't need clearance.
All prior to the merger.

 

[wings396]

Talk's cheap. Let's see if they really do it. I doubt it. Word was out that Air France was pulling out of PHL and that Delta was going to replace the flight for Sky Team with a 757. I doubt they can do that, either.

This is already being done by DL with their 757 ETOPS. Most of the A/C appear to be former TWA A/C still wearing the TW registration #'s.

 

[PHL]

This is already being done by DL with their 757 ETOPS. Most of the A/C appear to be former TWA A/C still wearing the TW registration #'s.

It's almost as if DL is trying to justify using 3 intl. capable gates for one intl. flight per day.
http://www.flightstats.com/go/FlightStatus...Date=2009-10-18

I did hear that a move back over to D is imminent. The last I heard was that US is paying for a new club renovation for DL to move into, as well as the costs associated with relocating them back over to the other side. This also may co-inside with the opening of the new addition to E that will allow WN to consolidate to E as well.

 

[nycbusdriver]

This is already being done by DL with their 757 ETOPS. Most of the A/C appear to be former TWA A/C still wearing the TW registration #'s.

Delta's doing PHL-CDG with 757s? Better let their webmaster know.

 

[FutureUScapt]

Delta's doing PHL-CDG with 757s? Better let their webmaster know.

???

PHL-CDG appears as a B757 when trying to book a ticket or when searching under their flight schedules. It currently operates 5x wkly (no eastbound flights on Mon or Wed).

 

[WCT]

As far as PHX goes, we only have the one BA flight to LHR a day and Phoenix is a fairly large city, so there is room for more European service. I don't know if any of our planes could make it though. Also, at close to 10 hours, I think non-stop is overrated (maybe I'm in the minority). I would want to get off the plane and walk around a bit.

This airport and the City of Phoenix can't even keep an reliable Employee Parking Lot open for US Airways or Southwest EMPLOYEES!!! :angry: Please don't get me started with that mess! Closure after closure!!
Soon, we will all be commuting just to get to work ONTIME!!!!!!!!!!!! What a JOKE!
What makes you think they will invest the money for more International service in and out of here?!!! The concourses are too tight, and our International B councourse is a major JOKE!! :down:
I am suprised BA still puts up with the B.S. GO
West Jet and Air Canada! lol
Phoenix is a dirty dust hole.
The New 330-200 could make it, but who wants to deal with the politics of our corrupt CITY of PHOENIX??? :unsure:
On a positive note, GO CARDINALS!!!