757-200 vs A321 vs 737-900ER runway lenght
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757-200 vs A321 vs 737-900ER runway length
Lot of discussion on 757 replacements for Hawaii and Caribbean flights.
This time US Airways is complaining they can't replace the 757 everywhere,
which seems a bit of an open door really.
US Airways’ 757 problem | Leeham News and Comment
source: US Airways - Boeing 757-200 - N936UW - Star Alliance - Princess Juliana International Airport (SXM) - St. Maarten - October 2, 2010 1 227 RT CRP | Flickr - Photo Sharing!
Everybody says the 757 has unmatched runway performance, but I haven't seen numbers, so I thought I'll ask it here.
We don't know MAX & NEO, Sharklet performance yet, so lets stick to the aircraft in service.
Assuming :
- a payload of 200 passengers (100kg/pass: 20t),
- enough fuel to fly 2700NM, incl 10% reserves
- given atmospheric conditions e.g 30 degrees Celsius,
- the usual safety restrictions,
- all aircraft with the highest power ratings available
how much runway (feet, meters) does the 757-200, Airbus A321 and Boeing737-900ER need?
Does anybody have the graphs/tables? Thnx
This time US Airways is complaining they can't replace the 757 everywhere,
which seems a bit of an open door really.
US Airways’ 757 problem | Leeham News and Comment
source: US Airways - Boeing 757-200 - N936UW - Star Alliance - Princess Juliana International Airport (SXM) - St. Maarten - October 2, 2010 1 227 RT CRP | Flickr - Photo Sharing!
Everybody says the 757 has unmatched runway performance, but I haven't seen numbers, so I thought I'll ask it here.
We don't know MAX & NEO, Sharklet performance yet, so lets stick to the aircraft in service.
Assuming :
- a payload of 200 passengers (100kg/pass: 20t),
- enough fuel to fly 2700NM, incl 10% reserves
- given atmospheric conditions e.g 30 degrees Celsius,
- the usual safety restrictions,
- all aircraft with the highest power ratings available
how much runway (feet, meters) does the 757-200, Airbus A321 and Boeing737-900ER need?
Does anybody have the graphs/tables? Thnx
Last edited by keesje; 1st Mar 2013 at 10:10. Reason: length iso lenght :|
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What given environmental conditions? Which engines?
Engines most powerful I found:
737-900ER
28,4k lbs CFM56-7BE
A321
33k lbs CFM-56-5B3s or V-2533-A5s
757:
43,5k lbs RB211-535E4-Bs
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Oceancrosser thanks.
Found the 737-900ER here.
http://www.boeing.com/commercial/air...ps/737sec3.pdf, page 98
OEW 737-900ER :98,495 lbs (?)
+ payload 20 *2,2 =44k lbs
=142.5k lbs. In this graph I cant see the 737-900ER go further then 2500NM.
Am I missing something?
Found the 737-900ER here.
http://www.boeing.com/commercial/air...ps/737sec3.pdf, page 98
OEW 737-900ER :98,495 lbs (?)
+ payload 20 *2,2 =44k lbs
=142.5k lbs. In this graph I cant see the 737-900ER go further then 2500NM.
Am I missing something?
I can't realistically see a 739ER operating a 2500nm leg with 200 pax. And I have been working the 757 replacement case for the last two years.
If you put 200 people into the B739ER you are right up against the MZFW, and leave probably about 1000 kgs of bags behind.
Then you can add about 18.400 kgs of fuel which might take you at best about 2500nm assuming 3000 kg fuel remaining on landing.
If you put 200 people into the B739ER you are right up against the MZFW, and leave probably about 1000 kgs of bags behind.
Then you can add about 18.400 kgs of fuel which might take you at best about 2500nm assuming 3000 kg fuel remaining on landing.
Last edited by oceancrosser; 27th Feb 2013 at 11:04. Reason: B739 further info
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On the A321 2700NM with 20t payload seems possible with some margin. Lets assume including reserves it ends up at MTOW
http://www.airbus.com/fileadmin/medi...21-Jun2012.pdf, 3-2-1, page 3.
A321-200 - OEW ~ 106k lbs MTOW 206k lbs.
Payload 44k lbs, so for fuel available ~56k lbs?
Runway length seems also around 2500 m in that case, according to
3-3-1 Page 2
.. although I feel I may have made a little too much assumptions here
Runway length of the 737-900ER at MTOW 174k lbs (which doesn't seem to meet the 2700NM / 200 pax benchmark) seems.. I can't really say for the different temperature, the graph goes very steep there.
http://www.boeing.com/commercial/air...ps/737sec3.pdf page 160
----
What is a little confusing is that Boeing is telling the world the 737-900ER with 204 passengers still flies further then a A321-200 with 184 passengers.
http://www.boeing.com/commercial/737...nge_Charts.pdf
what's the trick?
http://www.airbus.com/fileadmin/medi...21-Jun2012.pdf, 3-2-1, page 3.
A321-200 - OEW ~ 106k lbs MTOW 206k lbs.
Payload 44k lbs, so for fuel available ~56k lbs?
Runway length seems also around 2500 m in that case, according to
3-3-1 Page 2
.. although I feel I may have made a little too much assumptions here
Runway length of the 737-900ER at MTOW 174k lbs (which doesn't seem to meet the 2700NM / 200 pax benchmark) seems.. I can't really say for the different temperature, the graph goes very steep there.
http://www.boeing.com/commercial/air...ps/737sec3.pdf page 160
----
What is a little confusing is that Boeing is telling the world the 737-900ER with 204 passengers still flies further then a A321-200 with 184 passengers.
http://www.boeing.com/commercial/737...nge_Charts.pdf
what's the trick?
Last edited by keesje; 27th Feb 2013 at 13:41.
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Because they only sold just over 1000 of them the first time round. It was hardly a success.
It seems the >200 seat segment wasn't lost on Boeings agenda after the NSA cancellation / MAX launch.
Boeing confirms long-haul 757 replacement study
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It seems Airbus has the easier opportunity at this moment. It's higher on the ground, has a wider cabin & can carry containers. My favorite solution 
to fill the A321-787-8 payload range gab that is becoming more urgent with the retirement of all 757s, 767, A300 and A310s.
Discussed at: http://www.pprune.org/tech-log/50682...rbus-a322.html
to fill the A321-787-8 payload range gab that is becoming more urgent with the retirement of all 757s, 767, A300 and A310s.Discussed at: http://www.pprune.org/tech-log/50682...rbus-a322.html
Last edited by keesje; 1st Mar 2013 at 10:07.
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A bogie like Air India had will improve runway performance
That is 100% ignorant bullsh!t.
People post here when they have no idea what they're talking about.
.
People post here when they have no idea what they're talking about.
.
Last edited by toffeez; 1st Mar 2013 at 19:13.
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Not again. How many times do you have to be told that there is no market for the aircraft you're talking about, and that photoshopped pictures of stolen images doesn't count as engineering?
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toffeez, of course we know that MLG was specified for other reasons. But is there any reason to be so harsh?
Violater, pls proceed to attack Boeing for saying there's a market. Anyway I haven't seen any convincing facts from you to convince me there is a kind of natural lacune in the markets needs for 200-270 seats 3000-5000 NM. Anyway 3000+ 757s, 767s, A300/310s and Tu154s sold and old.
Violater, pls proceed to attack Boeing for saying there's a market. Anyway I haven't seen any convincing facts from you to convince me there is a kind of natural lacune in the markets needs for 200-270 seats 3000-5000 NM. Anyway 3000+ 757s, 767s, A300/310s and Tu154s sold and old.
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You do realise that those comments were made in April of last year don't you?
McNerney didn't seem to think that they needed a new model either, he seemed quite happy to cover the 757 market with the 737 from below and the 787 from above. Airbus seem to have the same sort of idea, so exactly where is this 3000 frame market?
Please, give it a rest.
McNerney didn't seem to think that they needed a new model either, he seemed quite happy to cover the 757 market with the 737 from below and the 787 from above. Airbus seem to have the same sort of idea, so exactly where is this 3000 frame market?
Please, give it a rest.
