Diverson rates for IAD-AMS/CDG 757
Dec 3, 2011, 3:28 pm
#31
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It has been for a few years, but there was a time when CO ran this route with a 752 even in the winter. After virtually routine fuel stops, apparently some pressure was put on pilots to stop "wasting" fuel and making "unnecessary" fuel stops, and flights were landing at EWR with "fuel emergency" clearance. This eventually led to a federal investigation.
After that, CO switched TXL to the 762ER, which has nearly double the range...
After that, CO switched TXL to the 762ER, which has nearly double the range...
Dec 3, 2011, 6:14 pm
#32
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It has been for a few years, but there was a time when CO ran this route with a 752 even in the winter. After virtually routine fuel stops, apparently some pressure was put on pilots to stop "wasting" fuel and making "unnecessary" fuel stops, and flights were landing at EWR with "fuel emergency" clearance. This eventually led to a federal investigation.
After that, CO switched TXL to the 762ER, which has nearly double the range...
After that, CO switched TXL to the 762ER, which has nearly double the range...
Dec 3, 2011, 6:18 pm
#33
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Dec 6, 2011, 7:47 am
#34
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Well - flew on 12/4 and of course had the planned fuel stop.
Looks like over the course of that week the 757-2 was only used twice and both times had to stop.
What the point of running the 767 5 of the 7 days if there is no question that a fuel stop will be needed.
Looks like over the course of that week the 757-2 was only used twice and both times had to stop.
What the point of running the 767 5 of the 7 days if there is no question that a fuel stop will be needed.
Dec 6, 2011, 8:30 am
#35
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i will admit it could be entertaining ONCE and only Once but
I think it attests to the fact that the 757 was not designed to do this sort of flying. It is designed with the intent to do Mid range flight not longhaul transoceanic segments
Dec 7, 2011, 4:22 pm
#36
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Flight from CDG to IAD was "diverted" to Goose Bay today and arrived over 3 hours late.
Dec 7, 2011, 5:21 pm
#37
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That is a brilliant question and wish i had an answer
i will admit it could be entertaining ONCE and only Once but
I think it attests to the fact that the 757 was not designed to do this sort of flying. It is designed with the intent to do Mid range flight not longhaul transoceanic segments
i will admit it could be entertaining ONCE and only Once but
I think it attests to the fact that the 757 was not designed to do this sort of flying. It is designed with the intent to do Mid range flight not longhaul transoceanic segments
Dec 7, 2011, 8:02 pm
#38
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My Question is would you rather connect thru a hub in Europe or would rather fly non-stop from the US to your destination in Europe? Let's use STR or EDI or Belfast as an example. Before the 757, a passenger had to connect in a European hub because the Aircraft were too large to fly such a route profitably. But the 757 has allowed airlines to open up thinner TransAtlantic markets.
1st tier markets (AMS/CDG) where flights now divert weekly due to being at the operational limit? Not such a great option.
Dec 7, 2011, 8:05 pm
#39
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Dec 8, 2011, 5:38 am
#40
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But you still get convinience, 2 flights a day instead of one? I'm sure bussiness-men are happy.
Dec 8, 2011, 7:15 am
#42
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It certainly does whenever I've looked one up.Except for the vast majority of times when they don't get home 3 hours late.
Dec 8, 2011, 7:33 am
#43
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Especially since there are other nonstop options in the market. Not worth taking the risk of an extra fuel stop.
Dec 8, 2011, 7:54 am
#44
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Dec 8, 2011, 7:57 am
#45
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Assuming you live in EWR or IAD, sure. If you're starting in another major market with service to FRA/MUC/LHR/ZRH and IAD/EWR, it would be advisable to avoid a IAD/EWR connection on the return if it means flying a 757 TATL. No need to increase your chance of a fuel stop and blown connection.
If you're in ORD and need to go to MAN (and don't want to take the AA n/s), you definitely do TATL on the long leg and do an intra-Europe hop, vs. connecting in EWR/IAD.