Or maybe ask South African for their operations in Africa or Iberia for the operations in South America.

———————————————————-

TAM also uses the 777-300ER in that region.

Just a quickie: is the A346 better than the 77W due to volume or weight when it comes to better performance that poster B380 says?

Appreciate the clarification!

22. Chris Wallace  |  December 2nd, 2009 at 22:17
‘A346 performs better in such situations than the 77W, the 77W outperforms the A346 everywhere else’
Is exactly the point i wanted to make.

“their higher altitude airports”, we are talking hot and high operations.

But again, I am not about to start an argument on the superiority of the 77W, it undoubtedly is, except for a few missions where -600 is better

SA is in many ways much the same, but while it is true the A346 performs better in such situations than the 77W, the 77W outperforms the A346 everywhere else, so most carriers ended up being willing to take a hit out of H&H in favor of stronger economics everywhere else.

Or maybe ask South African for their operations in Africa..

It’s Johannesburg, which is 1,694 metres above sea-level..

From Wikipedia: http://en.wikipedia.org/wiki/OR_Tambo_International_Airport

For example, a flight from Johannesburg to Washington, D.C., currently operated with an Airbus A340-600, must stop in Dakar International Airport for refuelling, since the aircraft is not able to make the run on one fuel fill.

And I thought that was only a problem of Boeing 747-400′s. We should definitely have waited for the 777-300ER.

“Rather narrow statement”
Paula, it is not a narrow statement. -600 will outlift B77W in hot and high operations.

“maybe ask…”
Or maybe ask South African for their operations in Africa or Iberia for the operations in South America. Please don’t take the view that B77W fits all missions. There are those for which -600 is better. That is my point.

Perhaps you should ask Emirates who have 100 or more 777s in service/order about their hot operations?

Or maybe ask Air China why they opted for 777-300ERs ahead of the A350 for their higher altitude airports – not to mention the likes Phillipine Airlines or Cathay Pacific etc etc?

Rather narrow statement from your otherwise good comments on this fora.

“Beautiful aircraft, sadly no match for the 777″
Sadly indeed, although except for hot and high operations.

“How many A340’s have been built”
Let’s see
246+29+95=370 deliveries as of end of October.

Sorry boss – I forgot about the A340. Beautiful aircraft, sadly no match for the 777. How many A340′s have been built – 250?

9. Aotearoa | December 2nd, 2009 at 01:52

Just kidding about the A380. But interestingly enough, both the initial size 767-200/-200ER and 777-200/-200ER have accounted for the bulk of those respective aircraft family sales. Of course, the 777-300ER is on its way to the top, having secured its market position as a genuine 747-400 passenger replacement aircraft. But as:

12. ikkeman | December 2nd, 2009 at 08:15

…says, the true design size of the A380 is the stretch – the -900. Boeing execs say that the current -800 is little more than a shrink from the -900. Now if they could just find the demand to go that big. And the shrink -700 is a serious loser against the 747-8I. Unfortunately, market demand is so weak for all these 450+ seat aircraft, we may have to wait for eternity to see at least one stretched/shrinked derivative on the A380-800.

10. Chris Wallace | December 2nd, 2009 at 02:33

Yes. The 767-400ERX fate ultimately rested with the 747-500X and 747-600X (and also the 747-700X) – which where to be enormous engineering undertakings. Later that shifted to the 747-400X and 747-400X Stretch. This is itself an interesting dynamic, because Boeing appeared to try to launch one fairly weak aircraft (market demand speaking) on the back of another weak one – or at least, Boeing would never have been abe to launch those grandiose 747′s because the demand just never existed. This is altogether different from the current situation, where the 787 has part paid for the 747-8 to fly. And the 747-8 is a far better aircraft than those earlier stretch 747′s ever could be.

So looking forward to see the 747-8 fly – probably, the ultimate expression of the 747′s design potential.