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Routes For Delivery Of Short-range Aircraft?  
User currently offlineSsides From United States of America, joined Feb 2001, 4059 posts, RR: 21
Posted (10 years 11 months 2 weeks 4 days 11 hours ago) and read 6472 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?


"Lose" is not spelled with two o's!!!!
9 replies: All unread, jump to last
 
User currently offlineAq737 From United States of America, joined Nov 2000, 612 posts, RR: 0
Reply 1, posted (10 years 11 months 2 weeks 4 days 11 hours ago) and read 6435 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.)

Aq737


User currently offlineGoboeing From United States of America, joined Jun 2000, 2682 posts, RR: 14
Reply 2, posted (10 years 11 months 2 weeks 4 days 11 hours ago) and read 6435 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.

Nick


User currently offlineRayPettit From United Kingdom, joined May 2002, 608 posts, RR: 0
Reply 3, posted (10 years 11 months 2 weeks 4 days 10 hours ago) and read 6372 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.

Ray


User currently offlineTimz From United States of America, joined Sep 1999, 6771 posts, RR: 7
Reply 4, posted (10 years 11 months 2 weeks 4 days 10 hours ago) and read 6282 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?

User currently offlineMikkel777 From Norway, joined Oct 2002, 370 posts, RR: 1
Reply 5, posted (10 years 11 months 2 weeks 3 days 22 hours ago) and read 6171 times:

SAS 737 flew directly from SEA to ARN or CPH. I think it's an article about it at www.sasflightops.com, but I couldn't find it.

User currently offlineSolnabo From Sweden, joined Jan 2008, 850 posts, RR: 2
Reply 6, posted (10 years 11 months 2 weeks 3 days 21 hours ago) and read 6110 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??
 Big thumbs up
Michael/SE



Airbus SAS - Love them both
User currently offlineScottb From United States of America, joined Jul 2000, 6707 posts, RR: 32
Reply 7, posted (10 years 11 months 2 weeks 3 days 11 hours ago) and read 5980 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.

User currently offlineBY188B From United Kingdom, joined Jul 2003, 708 posts, RR: 0
Reply 8, posted (10 years 11 months 2 weeks 3 days 11 hours ago) and read 5952 times:

GLA and PIK are used as regular stop offs for aircraft on delivery


next flights : BD LHR-TXL J, FR SXF-STN Y, SN BRU-LHR Y, MA LHR-BUD Y, BA BUD-LHR J, BA LCY-SNN-JFK J, BA JFK-LHR J, BA
User currently offlineDutchjet From Netherlands, joined Oct 2000, 7864 posts, RR: 57
Reply 9, posted (10 years 11 months 2 weeks 3 days 9 hours ago) and read 5899 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.


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