Curiosity: 737-800 to Hawaii?
Jun 29, 2002, 9:27 pm
#16
Original Poster
Join Date: Nov 2001
Location: Toronto, ON
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<font face="Verdana, Arial, Helvetica, sans-serif" size="2">Originally posted by yyzflyer:
Perhaps B747-437B could help with the technical details?</font>
Perhaps B747-437B could help with the technical details?</font>
Thanks.[This message has been edited by yyzflyer (edited 06-29-2002).]
Jun 30, 2002, 11:15 am
#17
Join Date: Jun 2000
Location: RDU
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Using 2-engine aircraft registered in the U.S. to fly over the open ocean became a hot issue when Boeing began shipping the 757 and 767 in 1982. The 757 and 767 were much cheaper to operate than the 3- and 4-engine aircraft that had been used over oceans. (I don't remember that any U.S. airline used an A300 on Europe routes in the 1970s.)
The first set of special rules for twins was EROPS (Extended Range Operation) in 1985. These rules were replaced with ETOPS in 1988.
ETOPS is theoretically not the only way to get FAA approval to operate twins over oceans at more than the 60 minute diversion limit, but I don't know of any others.
ETOPS is important to airlines because it lets them fly a shorter route to the destination. Also, an airline using an ETOPS aircraft over ocean has an advantage over an airline that doesn't because flight time will be shorter.
But if you ask an open-ocean pilot about thw wisdom of 180 and 207-minute diversion limits, you may get an earful.
The first set of special rules for twins was EROPS (Extended Range Operation) in 1985. These rules were replaced with ETOPS in 1988.
ETOPS is theoretically not the only way to get FAA approval to operate twins over oceans at more than the 60 minute diversion limit, but I don't know of any others.
ETOPS is important to airlines because it lets them fly a shorter route to the destination. Also, an airline using an ETOPS aircraft over ocean has an advantage over an airline that doesn't because flight time will be shorter.
But if you ask an open-ocean pilot about thw wisdom of 180 and 207-minute diversion limits, you may get an earful.
Jun 30, 2002, 11:18 am
#18
Join Date: Jun 2000
Location: RDU
Programs: AA LTP, Bonvoy Titanium; AA CK before I retired
Posts: 1,597
<font face="Verdana, Arial, Helvetica, sans-serif" size="2">Originally posted by chuck till:
Using 2-engine aircraft registered in the U.S. to fly over the open ocean became a hot issue when Boeing began shipping the 757 and 767 in 1982. The 757 and 767 were much cheaper to operate than the 3- and 4-engine aircraft that had been used over oceans. (I don't remember that any U.S. airline used an A300 on Europe routes in the 1970s.)
The first set of special rules for twins was EROPS (Extended Range Operation) in 1985. These rules were replaced with ETOPS in 1988. ETOPS is theoretically not the only way to get FAA approval to operate twins over oceans at more than the 60 minute diversion limit, but I don't know of any others.
ETOPS is important to airlines because it lets them fly a shorter route to the destination. Also, an airline using an ETOPS aircraft over ocean has an advantage over an airline that doesn't because flight time will be shorter. In the case of LAX-HNL, there are no diversion airports, so ETOPS is the only way to operate a twin.
But if you ask an open-ocean pilot about thw wisdom of 180 and 207-minute diversion limits, you may get an earful. </font>
Using 2-engine aircraft registered in the U.S. to fly over the open ocean became a hot issue when Boeing began shipping the 757 and 767 in 1982. The 757 and 767 were much cheaper to operate than the 3- and 4-engine aircraft that had been used over oceans. (I don't remember that any U.S. airline used an A300 on Europe routes in the 1970s.)
The first set of special rules for twins was EROPS (Extended Range Operation) in 1985. These rules were replaced with ETOPS in 1988. ETOPS is theoretically not the only way to get FAA approval to operate twins over oceans at more than the 60 minute diversion limit, but I don't know of any others.
ETOPS is important to airlines because it lets them fly a shorter route to the destination. Also, an airline using an ETOPS aircraft over ocean has an advantage over an airline that doesn't because flight time will be shorter. In the case of LAX-HNL, there are no diversion airports, so ETOPS is the only way to operate a twin.
But if you ask an open-ocean pilot about thw wisdom of 180 and 207-minute diversion limits, you may get an earful. </font>
Jun 30, 2002, 1:07 pm
#19
Join Date: Nov 2001
Location: Ft Worth, Texas
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Posts: 2,850
<font face="Verdana, Arial, Helvetica, sans-serif" size="2">Originally posted by MAH4546:
Lufthansa's daily 737-700 BBJ service between Newark and DUsseldorf has already started.
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Lufthansa's daily 737-700 BBJ service between Newark and DUsseldorf has already started.
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