Ssides From United States of America, joined Feb 2001, 4059 posts, RR: 22 Posted (10 years 7 months 23 hours ago) and read 5889 times:
I was wondering if there was a typical route for Boeing and Airbus's shorter-range aircraft when they are delivered. For example, a 717-200 can't fly much more than what, 1500 miles? If a European airline were to order a 717, how would Boeing deliver it from Seattle? Would it hop over to Iceland, refuel, then on to the continent or what? What about trans-Pacific deliveries for a 737 or an A318? Anyone know?
Aq737 From United States of America, joined Nov 2000, 612 posts, RR: 0
Reply 1, posted (10 years 7 months 23 hours ago) and read 5852 times:
For the 717s for HA, I know that they take the seats out and send them separately, and replace them with AUX fuel tanks for the flight to hawaii. As for 737s going to China, a lot of them stop in HNL before continuing on. That is why you see a lot of variations in HNL for only a day or two (parked on the cargo ramp.)
Goboeing From United States of America, joined Jun 2000, 2673 posts, RR: 14
Reply 2, posted (10 years 7 months 23 hours ago) and read 5852 times:
When Airbus delivers to U.S. airlines an A320 family jet for example, it stops in places along the way such as Ireland, Iceland, Greenland, Newfoundland, etc. before it gets to wherever it's going. I was told this by someone who has flown several delivery routes in the A320 series for NWA, coming from Europe.
RayPettit From United Kingdom, joined May 2002, 608 posts, RR: 0
Reply 3, posted (10 years 7 months 22 hours ago) and read 5789 times:
Of course, its refuelling stop would depend on both the start and finish point (there's a difference between MIA and LAX) and the Atlantic track it would take which is influenced by the wind. Another factor would be the landing fees that are negotiated by the airlines or ferry companies. A study of Canadair Regional Jets and Dash 8 props reveal a great variety of airports used when heading east across the Atlantic for onward delivery to Asia. I believe Las Palmas is a popular place for European bound Embraer Jets.
Timz From United States of America, joined Sep 1999, 6693 posts, RR: 7
Reply 4, posted (10 years 7 months 22 hours ago) and read 5699 times:
Easy to imagine they'd have to install passenger-cabin fuel tanks to get 717s to Hawaiian-- but you wouldn't think such tanks would make sense for a delivery to Europe or Asia, or even Australia. Surely it's always cheaper to send the aircraft the long way around? Or is it so hard to arrange a refueling between, say, Anchorage and Sapporo?
Solnabo From Sweden, joined Jan 2008, 846 posts, RR: 2
Reply 6, posted (10 years 7 months 9 hours ago) and read 5527 times:
Wrote to Boeing couple of years ago: how to get the 737´s over to Europe?
The answer was that they had x-tra "fuelboxes" so they can fly the bird non-stop over the pond...
Airbus doesnt seem to do the same.....or??
Scottb From United States of America, joined Jul 2000, 6489 posts, RR: 33
Reply 7, posted (10 years 6 months 4 weeks 1 day 23 hours ago) and read 5397 times:
Actually, getting across the Pacific is no problem for the NG 737's; they just hop their way across. You could actually fly (commercially) solely on 737's all the way from BOS to PER if you really, really wanted to; a possible routing would be BOS-IAH-SNA-HNL-MAJ-KWA-KSA-PNI-TKK-GUM-CNS-BNE-PER.
Dutchjet From Netherlands, joined Oct 2000, 7864 posts, RR: 58
Reply 9, posted (10 years 6 months 4 weeks 1 day 21 hours ago) and read 5316 times:
This issue also comes up when one airline sells an aircraft to another, or when leasing companies must move aircraft around the world. As mentioned, many of the aircraft stop in places like Gander, Shannon, Glasgow, Reyjavik, Dakar, Recife, Honolulu, Anchorage, Pago, Pago, etc, etc., ie, to segment the journey yet not go too far out of the way. Also, there are many "smaller" airports and military bases world wide that see little or no commerical service but are fully capable of handling a 737/32X size airliner. The trick is to move the airliner in the most cost-effecient way possible.
Also, on delivery or transfer flights, the aircraft is very lightly loaded, ie no passengers or cargo, which adds lots and lots of range.....and the distances flown are far greater than in normal operations. Two good examples are stated above, Boeing delivered most of SAS's 737NG fleet nonstop out of SEA and Hawaiian's 717s could fly nonstop to Honolulu, even if the seats must be removed and an auxiliary fuel tank must be installed.