767-400 Range question
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Join Date: Jan 2005
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767-400 Range question
Folks,
Alas, as I only fly a narrowbody I was wondering if any of you American boys can help me with a question..
The 767-400 range charts shown on the Boeing website seem to indicate a flight from London to LAX would be theoretically possible, however...
...Obviously they make certain assumptions regarding standard atmosphere etc. With the summer temps on the West Coast pretty high, would there be RTOW restrictions? Does it have the performance to do a non stop flight? I figure we never see massive temps into the high 30's out of London so it's not a problem here, and the winds would help you back across as you head east.
Any thoughts? (Apologies to mods if this is better somewhere else)
Alas, as I only fly a narrowbody I was wondering if any of you American boys can help me with a question..
The 767-400 range charts shown on the Boeing website seem to indicate a flight from London to LAX would be theoretically possible, however...
...Obviously they make certain assumptions regarding standard atmosphere etc. With the summer temps on the West Coast pretty high, would there be RTOW restrictions? Does it have the performance to do a non stop flight? I figure we never see massive temps into the high 30's out of London so it's not a problem here, and the winds would help you back across as you head east.
Any thoughts? (Apologies to mods if this is better somewhere else)
Join Date: Nov 2004
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Last year I flew EWR-HNL direct on a 767-400
headwinds were approx 100kt most of the way
flight time 11hr20min.
this was the high density continental micronesia config.
thats approx 5000nm as the crow flies, acc to wikipedia the range at mtow is 5625nm.
impressive stuff.
headwinds were approx 100kt most of the way
flight time 11hr20min.
this was the high density continental micronesia config.
thats approx 5000nm as the crow flies, acc to wikipedia the range at mtow is 5625nm.
impressive stuff.
Join Date: Mar 2010
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MrHorgy
The main way manufacturers get to show impressive ranges is to have a very light (basic spec) aircraft.
Add this to a "marketing" fuel burn around 3% optimistic, and you're looking at about a 10% difference between marketing range and real range.
Add this to a "marketing" fuel burn around 3% optimistic, and you're looking at about a 10% difference between marketing range and real range.
