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BA 777 W/GE-90 And Trent 800 Engines - Route Ques?  
User currently offlinePhilhyde From United States of America, joined Aug 2003, 678 posts, RR: 1
Posted (10 years 1 week 3 hours ago) and read 11740 times:

Not sure if this is a pure Tech/Ops question, but here goes.

Here at IAH we've noticed that the BA flight originating in LHR (BA295 LHR-ORD-IAH) normally has Trent 800 engines, while the flights coming from LGW (BA2025) normally have GE-90's. Is this an issue of range or is there some other explanation?

thanks,
Phil


HoustonSpotters Admin - Canon junkie - Aviation Nut
8 replies: All unread, jump to last
 
User currently offlineBA777 From United Kingdom, joined Jun 2001, 2181 posts, RR: 7
Reply 1, posted (10 years 1 week 2 hours ago) and read 11705 times:

Phil,

Not really a tech/ops q but im happy to answer it for you  Smile

The RR 777s are by default based at LHR, thats the YMM? registered ones.

The GE 777s are mixed between LHR and LGW. There are the following LGW based ones (AFAIK and from memory, but they can change all the time):

G-VIIA, G-VIIB, G-VIIC, G-VIIR, G-VIIO, G-VIIP and either M or N

I know G-VIIG, G-VIIM, G-VIIS, G-VIIT, G-VIIU, G-VIIV, G-VIIW, G-VIIY and G-VIIX (no G-VIIZ or IIQ) are based at LHR. G-VIIK and G-VIIL have been at LHR a bit recently following their repaints from their World Tails too. G-RAES and the G-ZZZ? ones are also LHR based (these are the non-IGW models with less powerful engines).

Basically, if I've confused you...RRs from LHR, GE's from LGW although there are about 8 LHR based GE ones  Smile

Hope this helps?

Henry


User currently offlineCrosswind From United Kingdom, joined Nov 2000, 2602 posts, RR: 58
Reply 2, posted (10 years 1 week 2 hours ago) and read 11678 times:
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BA's RR-powered 777ERs do have more range (higher MTOW) than their GE-powered 777ER aircraft, but that isn't an issue for LHR-ORD-IAH, either can very comfortably complete the flight.

As BA777 said, all the RR-powered fleet are LHR based, but you'll also find there are several different interior configurations within British Airways B777 fleet; First/Club/WT, 2 different First/Club/WT+/WT layouts and the new Club/WT+/WT configuration.

As a result certain aircraft continually fly certain routes depending on what configuration is sold for that service, for example routes where First has been withdrawn will rarely see a First-configured aircraft!

Regards
CROSSWIND


User currently offlinePhilhyde From United States of America, joined Aug 2003, 678 posts, RR: 1
Reply 3, posted (10 years 1 week ago) and read 11645 times:

So is it really just an issue of maintenance for the RR-powered a/c being based at LHR?

Do much longer flights originate from LHR that would explain the need for the increased MOTW?

Thanks!



HoustonSpotters Admin - Canon junkie - Aviation Nut
User currently offlineA350 From Germany, joined Nov 2004, 1101 posts, RR: 22
Reply 4, posted (9 years 12 months 1 day 9 hours ago) and read 11381 times:

Can anyone tell me why they acquired both RR and GE? Which of them came first and why did BA change?

Thanks and merry Christmas

A350



Photography - the art of observing, not the art of arranging
User currently offlineBA777 From United Kingdom, joined Jun 2001, 2181 posts, RR: 7
Reply 5, posted (9 years 12 months 1 day 8 hours ago) and read 11377 times:

BA went with GE initally but then IIRC RR offered them a very good deal on the Trents. Don't forget that it'd be easier to maintain the RRs because the 757/767/747s had them, and the only BA ac with GE's was the 737 Series. The GEs were first (ZZZ?, RAES and VII? regs), then the Trents for the YMM? regs.

Henry


User currently offlineRick767 From United Kingdom, joined Jan 2000, 2662 posts, RR: 51
Reply 6, posted (9 years 12 months 1 day 7 hours ago) and read 11388 times:

BA had awful problems with the GE's on introduction to service with the 777 as well, must have factored to some extent in the decision to accept the RRs.


I used to love the smell of Jet-A in the morning...
User currently offlineGigneil From United States of America, joined Nov 2002, 16347 posts, RR: 85
Reply 7, posted (9 years 12 months 1 day 3 hours ago) and read 11340 times:

The horrible problems with the GE90 was part of it, but also deposits on RB211s for cancelled 744s could be turned into Trent 800s so they elected to do so rather than lose the money.

N


User currently offlineDfwRevolution From United States of America, joined Jan 2010, 1001 posts, RR: 51
Reply 8, posted (9 years 12 months 1 day 1 hour ago) and read 11345 times:

BA had awful problems with the GE's on introduction to service with the 777 as well, must have factored to some extent in the decision to accept the RRs.

Rolls Royce was also ready to offer an uprated Trent 895 while GE was not prepared to offer an uprated GE90. With the Trent 800's lighter weight, this uprated engine offered significant payload advantages over the GE90 powered aircraft. Given the other reasons listed, buying a subfleet of Trent-powered 777's made a good deal of sense IMO.

Don't forget that it'd be easier to maintain the RRs because the 757/767/747s had them, and the only BA ac with GE's was the 737 Series.

ASAIK, the RB211 and Trent 800 have little in common other than coming from the same manufacturer. They are both three-spool turbofans, but their design philosophies are very different. I've always equated the two powerplants to the difference in the CF6 and GE90... one descended from the other.

A common supplier might allow some cost reduction, but not the major cost savings of mechanic training, maintenance spairs, ect.....


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