JohnJ From United States of America, joined Jun 2000, 1694 posts, RR: 2
Reply 1, posted (11 years 10 months 3 weeks 6 days 4 hours ago) and read 5016 times:
I would think that length and wingspan are not necessarily the best indicators of how large a plane is. For example, the L-1011 has a maximum takeoff weight of 496,000 pounds vs. the 767-400ER's 450,000 pounds. Based on that I would say the L1011 is a bigger aircraft than the 767-400. It may not be as long or have as wide of a wingspan, but it's wider.
USAir330 From United States of America, joined Mar 2002, 835 posts, RR: 1
Reply 8, posted (11 years 10 months 3 weeks 6 days 2 hours ago) and read 4839 times:
I don't think A 747 ever landed into La Guardia, but A 747 can if it was allowed. 747's land at SXM at its only 152ft longer and the 747's dont even use all of the runway. ( I know that because I have the Justplanes SXM video :P ) But the only thing that wouldn't allow A 747 into LGA would be the close proximity of the buildings.
Runway 11-29 is 6,800-feet long and 150-feet wide, and is equipped with centerline and edge-lighting, VASI on runway 11, PAPI on runway 29 and REIL at both ends.
Cicadajet From , joined Dec 1969, posts, RR:
Reply 15, posted (11 years 10 months 3 weeks 5 days 20 hours ago) and read 4506 times:
Yeah, National DC-10s... also TWA Tri-Stars.
The Airbus Beluga is really an A-300, so except for the hump, I don't think that'd be the largest. I'd go for the 767-400.
I'm sure a 747 could operate at LGA depending on fuel and pax load. There is a story that Pan Am brought one of their first 747s into LGA to show it off..but I never saw any real documentation on that.
Emergency Landings? Didn't an Egyptair 767 come in once?
Areopagus From United States of America, joined Sep 2001, 1376 posts, RR: 1
Reply 18, posted (11 years 10 months 3 weeks 5 days 15 hours ago) and read 4374 times:
The PA re-inforced the "piers" to support the A300s, it would require even more work to support the weight of a 777, MD11 or 747.
The A300 had the problem of relatively narrow-track landing gear that concentrated the weight on the runway. The trijets had a wider track, and the four tires on a DC-10 bogie were also more widely separated, so they could operate out of LGA without the runway strengthening. Airbus complained loudly about political interference when the PA didn't want to let A300s operate there.
Timz From United States of America, joined Sep 1999, 6958 posts, RR: 7
Reply 20, posted (11 years 10 months 3 weeks 5 days 8 hours ago) and read 4211 times:
We're guessing neither TWA nor anyone else ever scheduled 747s into LGA, but we're ready to learn. Anyone have a pic of any 747 there, on any occasion?
I don't think EA and AA insisted on "transcon" DC-10/TriStar performance out of LGA, did they? Didn't AA want full payload (or maybe full pax and bags) to Chicago? Or maybe Dallas? In any case neither of them contemplated flying transcon out of LGA, did they?
Vaguely recall that the DC-10 and/or TriStar was to be a twin until takeoff-from-LGA dictated three engines.