FriscoHeavy wrote:DylanHarvey wrote:lga31vfr wrote:
yup. Unfortunately, there's not much DL can do other then eat crow. Having to fly JNB via CPT because they don't have the right plane puts them at a disadvantage. Just curious, other than the 77L, what plane can make JNB to ATL non stop, filled with cargo and people?
This has nothing to do with the right plane. JNB-ATL is a route that goes over 17 hours in the winter, it is over an hour longer than JNB-JFK and JNB-EWR, closed to an hour and a half on bad days. The 77L is the only one that can make it, and it wasn’t easy, it stopped A LOT in Florida or SJU for fuel in the winter, in a Delta thread the average payload was stated to be about 32 to 35 tons. If you read more into the technical aspect if the temperature was to drop even just a degree that kid can multiple passengers or even metric tons of cargo. 400 to 500 nautical miles makes a huge difference on a performance marginal route like this. Filled with cargo and people was an over estimation, That’s 32 to 35 tons of payload would easily drop under 30 with a few degree temperature change or wind change which would mean not a full board of passengers. I think the high gross weight 346 could make it, and that is it. The highest yields are in the winter which also means the weather is the worst across the ocean and the Cape Town stop completely illuminates the chance for a fuel stop as the flight is around an hour shorter.
The JNB-EWR will often push a solid 16 1/2 hours. We did CPT-EWR and the flight time was 16:10. JNB-EWR is a 172 miles further. All I'm saying is that the JNB-EWR flight is no slough in terms of requirements. I'm happy to see the 787-9 can do it.
That’s good actually. Anything above 15-16 from JNB is no slouch. The 789 and 359 Are phenomenal aircraft. Although CPT is sea level which helps cause you guys can get 254t from there, can anyone help with what the 789 is limited to MTOW wise out of JNB.