ColAvionLover From Panama, joined Dec 2008, 105 posts, RR: 0 Posted (1 year 8 months 1 week 2 days 16 hours ago) and read 2013 times:
Hi All,
I always wondered what determines the last 2 numbers in a/c models.
Example: Emirates' B777-300ER Two last numbers of the model (As I've seen) Are -1H and -6N, Making them B777-31H/ER and B777-36N/ER respectively.
I know A380s -841 and -842 are for Trent Engined A380s and -861 For GP Alliance Engined A380s, but, what about the rest of Airbus and Boeing a/c? What determines those last 2 numbers? If it's possible, I would like to see a list.
Thanks for response.
Regards,
Jarib.
*Not sure if this thread belongs to this forum. If don't, sorry and feel free to change it.
WestWing From United States of America, joined Feb 2005, 2114 posts, RR: 8 Reply 1, posted (1 year 8 months 1 week 2 days 16 hours ago) and read 1997 times:
For Boeing commercial aircraft the last two "digits" are a customer code.
The best time to plant a tree is 40 years ago. The second best time is today.
JBo From Sweden, joined Jan 2005, 2281 posts, RR: 0 Reply 2, posted (1 year 8 months 1 week 2 days 16 hours ago) and read 1997 times:
The last two digits on Boeing aircraft are the customer code for who the aircraft was originally delivered to. There is a list if you search for it.
For example, United's customer code is 22, so all Boeing aircraft originally delivered to United will end in 22 (747-422, 777-222, etc) and the numbers do not change if the aircraft are sold to other carriers.
I'd take the awe of understanding over the awe of ignorance any day.
All Airbus codes are related to the engine, the middle number designated the engine manufacturer, the third digit designates the variant or output of that engine.
JAGflyer From Canada, joined Aug 2004, 3328 posts, RR: 4 Reply 5, posted (1 year 8 months 1 week 1 day 16 hours ago) and read 1767 times:
This is a very good question. Prior to starting a job in the maintenance publications (library) department of an airline I had no idea what this data meant. However, now I am very familiar with it. In the last 2 weeks I have been updating/creating Airplane Flight Manuals for our aircraft fleet and the planes we are leasing. Each aircraft "variant" has a different AFM based on the specs of that specific model (-8Q82). For example, all of our aircraft are 737-800s but we have about 5-6 different sub-variants. I haven't examined each AFM closely but they are ever so different (weights, performance, etc).
Think of it like this, the 2010 North American-spec Toyota Corolla CE, LE, SE are all the same car in terms of size/body but there are packages you can add (A, B, C, D package). The A,B,C,D part would correspond to the last few digits of the exact aircraft model and correspond to the specifications of that exact aircraft model based on what was ordered when the plane was first built for an airline and/or leasing company.
It is also interesting to note that the documents that are sent for each aircraft (IPC, Wiring Diagram Manual) are different based on the owner/leasing company. All of the ILFC planes have their own documents, all of the GE Capital Leasing planes have their own documents. The documents are all for 737-600/700/800 but because each leasing company owns different variants, the documentation is different. For example, if we do not have an aircraft owned by ILFC, we cannot give mechanics a Wiring Diagram Manual CD which is published for GE Capital Leasing aircraft. I'm sure the info isn't much different, however it is not acceptable. Some documents are interchangeable but most are specific to the leasing company/aircraft owners. The funny thing is each original CD looks the same (it's distributed by Boeing) but the document number is different. Close attention to detail is CRITICAL in the job that I do as many documents look the same except for small differences in numbers/codes on the front page.
[Edited 2011-10-14 18:37:12]
[Edited 2011-10-14 18:46:47]
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