Do you even bother checking the performance sheet before posting? Because your post clearly showing that you don't.
If you ever bother going to Google, type in 777 airport compatability chart, and actually read the payload range chart, you'll know your answer right away. The defence that 777 has superior performance that can go WLG-LAX is meaningless - you just can't beat the fact.
Since you don't bother, let me tell you the fact, straight out of the horse's mouth: taking off from a sea level 2000m runway on a perfect day condition, the plane is weight limited to 620,000lbs instead of the 766,000lbs MTOW. Now the plane itself weights 320,000lbs, with two GE90s consuming roughly 18,000lbs per hour of fuel, you need 234,000lbs plus at least 18,000lbs of reserve on a roughly 13hr WLG-LAX flight. That's 572,000lbs gone. Tell me how much you have left. And remind you this empty weight is real empty weight that does not include any kitchen, seats, toilets, etc. One set of business class seat can be some 880lbs, and you have 37 of that on DL, plus some 300 economy class seats. When you factor in roughly 300lbs per person plus luggage. Tell me that again?
And this is a perfect day ops. WLG is known for shitty weather like wild winds and rains. Try taking off or landing on that.
Yes, actually I use the manuals quite regularly (for what they are worth). I prefer to use Kgs rather than Lbs but my take on it:
- OEW aircraft 200LR 145,150kg (from boeing doc)
- RLTW for 2000m runway at sealevel (which is what it performs like when taking balanced field length with clearways) is 295,000kg (from boeing doc table 3.3.5 - higher thrust)
- WLG-LAX GC distance is 5800Nm but add an additional 3-4% for tracking gives around 6000Nm
- 6000Nm mission with 295,000kg implies a non-fuel weight of 195,000kg (boeing doc table 3.2.1)
- Subtracting from 195,000kg the OEW 145,150kg gives a payload of 49,850kg
- DL's 200LR's have 288 seats according to wiki - so around 32,000kg assuming 110kg pax+bag for max pax, leaving another 18,000kg for cargo
So as I said can easily get to LAX with max pax (and significant cargo). And on landing in WLG a max payload is achievable with grooved runway credit.
- WLG is a windy airport with constant headwind on takeoff - 85% of the time its greater than 5knots and an airline can bank on having this - according to a 200LR flight training manual I have a 5knot headwind could easily provide another 5,000 kg of take-off weight
- WLG-LAX would have around a 10knot tail wind (85% likely winds) on average so EASD might be less than 6000Nm
- OEW of aircraft will likely be higher but only by a few tonnes
- Additional reserve Etops fuel may be required on the pacific run
- You mentioned weather - doesnt affect takeoff much apart from increasing payload on windy headwind days, and wet has little impact on wet/grooved runway
I'll await your apology....