Boeing 767 range question

[pkonowrocki]

Just a question about 767s. Why the 767-200 has greater range that 767-300 ? In one magazine (Kaleidoscope [LOT]) it says that 767-200s range is 9,980km and 767-300s range is 9,120 km. I though 763 has greater range because it's larger and probably can tank more fuel.

[ACman]

Just a question about 767s. Why the 767-200 has greater range that 767-300 ? In one magazine (Kaleidoscope [LOT]) it says that 767-200s range is 9,980km and 767-300s range is 9,120 km. I though 763 has greater range because it's larger and probably can tank more fuel.

I have some charts on AC 762's an 763's, but ill have to dig for them.

AC762's (Non ER) have 5000km less range then the 767-333ER, -375 (because there GE powerd) have less range, -375, ex Canadian, have less range in the sense. -300ER's with GE have 10,800km range, vs GE's with 10,100km range. Longest 767-300 route in the world is YYZ-TLV I belive.

-200ER's with GE's have a ballpark range of 12,000km. Thats about 7000km more than the just plain -200.

[pkonowrocki]

Longest 767-300 route in the world is YYZ-TLV I belive.
Maybe that's not true but I'm pretty much sure that I saw EL AL 762 landing in YYZ few days ago. Does it mean that it is also the longest 762 route ? Or maybe it was not non-stop flight.

[AJ]

Late build Boeing 767-200(ER)s had the -300(ER)s larger centre wing tank installed, giving them an identical fuel capacity. As the aircraft is lighter and has lower thrust engines the fuel consumption is less therefore range increases.

Earlier build -200(ER)s had smaller CWTs, and of course earlier build non-ER 767s had no CWT at all.

[MaxPower]

Thanks AJ. That was great to hear ! I find these info's very useful. :wink:

[ptbodale]

Flying time YYZ-TLV on AC084-06Apr was 10:59, the return
AC087-07Apr was 12:05.

AC033 HNL-SYD has a flying time of 10H40 and AC034 SYD-HNL has a flying time of 9H50.

Air Canada did operate a weight restricted B763 on YYZ-NRT for a short time. Flyng time on that route was 13H10, the return NRT-YYZ was 11H30. An A343 covers the route now.

[MaxPower]

Air Canada did operate a weight restricted B763 on YYZ-NRT for a short time. Flyng time on that route was 13H10, the return NRT-YYZ was 11H30. An A343 covers the route now. Wonder if they went to to refuel or something, or was this a non-stop?

I flew on SK 763 on the HKG-CPH-HKG, flights was varied on 11H20 sector, back when SAS operated these 76's

[ptbodale]

No it was a non-stop, however we had a max pax load of 170. The acft holds 212. Then depending on the winds and the day we could board more and sometimes less.

[MaxPower]

No it was a non-stop, however we had a max pax load of 170. The acft holds 212. Then depending on the winds and the day we could board more and sometimes less. Seems pretty logic and possible ! Thanks

[ACman]

No it was a non-stop, however we had a max pax load of 170. The acft holds 212. Then depending on the winds and the day we could board more and sometimes less.

We also do that with the non X A340-313. Cargo restirctions to.

[Kevin]

I guess the A340-500 and A340-600 is another example.

[pkonowrocki]

I guess the A340-500 and A340-600 is another example.
And I bet there will be some on A380
thx for the info everyone, especially AJ for very specific info :)

[Cam]

completely OT, but since we are chatting at Boeing and Air Canada, when will the first of the planes arrive from the new order?

Sorry again for the OT.

[pkonowrocki]

completely OT, but since we are chatting at Boeing and Air Canada, when will the first of the planes arrive from the new order?

Sorry again for the OT.
I don't know when but do you mean 777s or 787s ?

[Cam]

I don't know when but do you mean 777s or 787s ?

Yup

[ptbodale]

First B777-300ER is due in March 2007.

Scheduled to operate YYZ-LAX-SYD.

First B787 is due Feb 2010.

[BY123A]

As well as the ability to carry extra fuel, engine type has a large effect on the range of an aircraft. Britannia Airways initial 767-200s were powered by General Electric CF6-80A engines. Often when faced with a transatlantic ETOPS flight, requiring the need for extra fuel reserves, flight planning could be a bit of a headache, frequently requiring a stop en-route for fuel. However, Britannia’s last two 767-200s, G-BYAA and AB were powered by the larger, more powerful, CF6-80C2 engines. As well as an enhanced take-off performance the fuel burn was around 5% less than the 80A equipped aircraft and flight planning was a breeze. They were definitely the no sweat jets!

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[pkonowrocki]

As well as the ability to carry extra fuel, engine type has a large effect on the range of an aircraft. Britannia Airways initial 767-200s were powered by General Electric CF6-80A engines. Often when faced with a transatlantic ETOPS flight, requiring the need for extra fuel reserves, flight planning could be a bit of a headache, frequently requiring a stop en-route for fuel. However, Britannia’s last two 767-200s, G-BYAA and AB were powered by the larger, more powerful, CF6-80C2 engines. As well as an enhanced take-off performance the fuel burn was around 5% less than the 80A equipped aircraft and flight planning was a breeze. They were definitely the no sweat jets!

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Oh, so the first 767s weren't perfect. They used ton of fuel and had to make pit stops.... hmm well as we're talking about 767, how long it will be in production ??

[ptbodale]

The early 200 series acft weren't built for overwater services. Air Canada has only two of the original order in the 200 series (fin 604 the Gimli Glider and 611). All AC 200's have PW JT9D-7R4D engines.

604 has a t/o weight of 140,600k and is a domestic acft only (good for inner Caribbean too).
611 has a t/o weight of 152,000k and can do Hawaii and the U.K. if necessary
The other remaining domestic B762, fin 672 came to AC from Pacific Western.

The 200 ER's have additional fuel tanks and are overwater acft.