DCA-ROCguy From United States of America, joined Apr 2000, 4424 posts, RR: 35 Posted (13 years 7 months 1 day 5 hours ago) and read 1252 times:
What is the status right now of using Big Twins on transpacific routes? I read that the FAA recently gave the 777 207-minute ETOPS clearance. Is this sufficient time to allow for the gap between Anchorage and Sapporo, or does it presuppose a Russian air base somewhere in between?
And the legality aside, is this a good thing? I'd be perfectly confident flying on a 767 or 777 across the Atlantic, but am not as sure I'd like a scenic view of the Kamchatka Peninsula from a Big Twin. Yet I know that Big Twins have a fine record across the Atlantic, and would cut costs and improve service options over the Pacific.
CONTINENTALEWR From United States of America, joined May 2000, 3762 posts, RR: 14 Reply 1, posted (13 years 7 months 1 day 4 hours ago) and read 1088 times:
Continental operates the 777 on its daily Newark and Houston to Tokyo
flights. American flies the plane from DFW and ORD to Tokyo and will
soon operate it from Seattle/Tacoma and San Jose/Silicon Valley if it
does not do so already.
I believe all ETOPS 777's are required to operate within two hours of a
landing field, even a Russian base if necessary.
I would not feel confident on a 777 across the pacific.
As for the 767, Asiana Airlines briefly operated the 767-300 from SEA
to Seoul's Kimpo Airport prior to the Asian financial crisis.
777x From , joined Dec 1969, posts, RR: Reply 2, posted (13 years 7 months 1 day 4 hours ago) and read 1077 times:
Great question, lots of people state that they don't fell safe in twins across the big pond... but
ETOPS incorporates more than engines, in fact an ETOPS rated twin is SAFER than a 3 or 4 holer because they require additional safety equipment like fire suppression in the cargo hold (lacking in 4 holers) and other things.
Also, twins are LESS likely to divert because of engine failure, and the likelyhood of a double engine failure is SO low that it can be discounted. I read once that a double engine failure (from independent causes) is less that 1 in a billion hours flight (and there have not been a billion hours flight yet in commercial aviation).
In fact, the biggest problem ANY plane (2/3/4 holers) would face is a pressurization failure while far away from a diversion field. In this case it make NO difference if the plane has 1/2/3/4/5/6/7/8 engines.
I would be more than happy to fly a twin across the pacific, as it's actually SAFER than flying a 3/4 holer
Wingman From Spain, joined May 1999, 2034 posts, RR: 5 Reply 5, posted (13 years 7 months 1 day 2 hours ago) and read 1056 times:
One of the reasons the FAA cited in extending ETOPS to 207 minutes was the history of trans-oceanic twin engine flights vs. four engine flights. The history speaks for itself. ETOPS procedures have created a safer record in terms of in-flight shutdowns and diversions vs. quads. Your fear of flying 777s is completely unfounded. Statistically and historically speaking, it is safer than flying a 747 or 340, contrary to the doomsday prophecies of Airbus.
Velocityair From United States of America, joined May 2000, 134 posts, RR: 0 Reply 6, posted (13 years 7 months 1 day 1 hour ago) and read 1028 times:
777x- Hear about what happened to the little J31 coming into Wilkes-Barre the other day?
if ". I read once that a double engine failure (from independent causes) is less that 1 in a billion hours flight (and there have not been a billion hours flight yet in commercial aviation" --you
well there was a double engine failure in a propliner, albeit not independant causes, still 2 engines did fail.
Pronto From Canada, joined Mar 2000, 328 posts, RR: 0 Reply 8, posted (13 years 7 months 1 day 1 hour ago) and read 1020 times:
Stop it!!! These engines on 777s are top notch!!! There is no need to fear flying distances over water with 'only' two engines. This is the year 2000, not 1950!!!! Don't compare the turboprops on a J31 to the engines on a 777.....
LBSteve From , joined Dec 1969, posts, RR: Reply 10, posted (13 years 7 months 1 day ago) and read 1010 times:
What about air rage or if someone has a heart attack? In either case I would hope the plane would be somewhat near an airport than way out over the ocean. I worry about the human factor more than the mechanical one... perhaps in this respect ETOPS is a better way to go.
Cwapilot From United States of America, joined May 2000, 1166 posts, RR: 18 Reply 11, posted (13 years 7 months 1 day ago) and read 1000 times:
The fact remains, the engines are not the only factor...ETOPs is a matter of not only the engines, but ALL of the aircraft systems, as well as the airline operating the equipment. Besides, to compare a 777 to a propliner is rediculous. Anything CAN happen...but the likelihood, given the technology, is slim. And, the type of catastrophe that would cause BOTH engines to fail in a 777, would more than likely involve other factors, including massive systems failures. So you have a choice between slamming into the ocean or slamming into the solid ground anyhow. The systems on the A330/A340 are very much similar. So, the only thing that makes some feel "safer" are the extra couple engines (smaller and less reliable at that) on an A340. 777 systems were designed to be much more fail safe, due to these fears, moreso even than the 747. While you may not agree there is more to place confidence in in the 777, there is at least as much to place confidence in for the A340 as the 777. Sharp contrasts in Boeing's outlook and Airbus' outlook....on the Boeing site, in the FAQ section, one of the FAQs is "Are certain airliners safer than others?" The answer given is that all jetliners, by any manufacturer, are safe and reliable and well designed, going through rigorous tests and regulation. In contrast, Airbus releases ads trying to scare people into wanting to fly on 4 engine airliners since twin engine widebodies are unsafe! If I remember correctly, and looking at some old Airbus ads in Aviation Week, AIRBUS pioneered the twinengine widebody, and advertised the A300 as more reliable and economica than the competing widebodies, at the time the DC10, L1011 and 747! Don't believe me? Pull up some AW&ST issues from the mid to late 60's and early 70's. Both are safe reliable aircraft...scare tactics are not necessary...sasd thing is, seems to be working on some people.
Southside Irish...our two teams are the White Sox and whoever plays the Cubs!
DCA-ROCguy From United States of America, joined Apr 2000, 4424 posts, RR: 35 Reply 13, posted (13 years 7 months 20 hours ago) and read 976 times:
Thanks to all for replies so far....I'm more confident in the triple-seven already. Loved ones tell me that the 777 is far more comfortable--wider seats--than the 744 for long flights. "And the wings on the 777 don't flap as much in wind," said one.
As for the Jetstream 31, it's of course not built for long flights overseas so both-engine failure is probably much more likely. The J31 is the only plane I've ever flown that I would call unacceptable--three across with room for only two. And my teeth were loose by the time we got to Dulles. How Atlantic Coast/ United Express prospers with those awful things I don't know.
I get the impression that the "Midway Alternative" would be much less desirable than NOPAC--longer flight time.
Big777jet From , joined Dec 1969, posts, RR: Reply 14, posted (13 years 7 months 20 hours ago) and read 973 times:
Yes, remember that TACA 737-300 landed on the swamp. 30 miles from New Orleans. The 737 lost both engines cause by the lighting struck went out the electric! They can't restart engines at all! Whoa, brave pilot made emergency landing on the grass along near the canal. I saw the picture a few years ago on OAG Frequent Flyer magazine. They did took all seats and overbins out because of weight. They have to put the flat wooden to make the runway for take off. The 737 back to MSY. TACA's 737-300 is still flying somewhere today.
Hamlet69 From United States of America, joined Mar 2000, 2689 posts, RR: 59 Reply 15, posted (13 years 7 months 19 hours ago) and read 958 times:
The last I heard, the fuel system was being suspected in the J-31 crash. And as Big777jet pointed out, the TACA incident involved lightening. The point is that in both instances, it wasn't the engines themselves that were the problem, but related systems. Therefore, take any long-range flight, and introduce the aforementioned circumstances, and it doesn't matter how many engines, they are all affected. And that's where ETOPS comes in, as it makes not just the engines, but all the related systems more reliable and/or redundant. And yes, 3/4 engined aircraft have a higher rate of diversion than twins. Remember, just because you have 4 engines, you still get diverted to the nearest airport if only one shuts down.
WinAir From United States of America, joined May 1999, 270 posts, RR: 0 Reply 16, posted (13 years 7 months 18 hours ago) and read 944 times:
Eh, I think some of you may be a bit mistaken.
I think that pacific flights (from LAX anyway) more or less go north...not out into the middle of the pacific ocean.
I do LAX-NRT routinly in the simulator and my route usually takes me up the coast until around northern california where i slowly break away from the coast. and continue on hanging off the coast of canada, alaska and then around hte bering (spelling?) strait down by russia and into japan...
777x From , joined Dec 1969, posts, RR: Reply 17, posted (13 years 7 months 11 hours ago) and read 930 times:
I said from INDEPENENT CAUSES, which most most likely NOT the case in the J-31 crash, which by the way is a prop plane not a jet, and props are MUCH less reliable than jet engines
Again, INDEPENDENT causes, the TACA double engine failure was due to one cause, lightning strike, which, had the aircraft had more than 2 engines, would have shut those down as well, making the whole point moot.
Wingman From Spain, joined May 1999, 2034 posts, RR: 5 Reply 18, posted (13 years 7 months 3 hours ago) and read 902 times:
I saw this event (tape delayed of course) on Discovery a few months ago. The landing on the levee outside New Orleans was nothing short of miraculous. The Captain retraced the event with a film crew and they followed the same flight path. The Co-Captain apparently saw this levee after they had already informed ATC they were ditching in the water. He spotted it by sheer luck and they were at just the right altitude and distance to glide right in. That, my friends, is a miracle.
PS- same Captain a few years earlier survived a hijacking on a TACA 737 and managed to land safely after having his faced practically carved off by a knife. The scar was like something out of a comic book.
Velocityair From United States of America, joined May 2000, 134 posts, RR: 0 Reply 21, posted (13 years 6 months 4 weeks 1 day 18 hours ago) and read 863 times:
jet engines were derived from turbine engines which are derived from props which are turbine engines... now you are saying that a prop engine is and i quote, "less reliable." end quote. when in fact a jet engine is nothing more than a prop with over 100 blades and with forced air. next time you are looking at airplanes ... see if you can get closer than 150 yds to the ramp. because believe me, they are no different... one is more efficient (the prop) but the same amount of workmanship and reliability goes into each one. independant or not the cause still happened ... 2 engine failures ... one airplane. again ... please try to get on a ramp have a looksee of a prop very nice, very efficient... small versions of their big sisters that power the mighty Trents