advisory,
CX does not have a 744 that can lift 64.9 t, average across the fleet is max payload is 60.7 t on the 744. 47.0 t is about right for the 343, if memory serves correct the 343 route is longer than the 744 route.
2 cents,
I think that is a bit of an old wives tail emanating from crew on the 777 fleet to bolster/justify themselves as being the new "senior fleet".
On average, the CX 773ER aircraft are about 4,100 kg above the Boeing spec weight in our config, max payload is about 65.7 t (spec is 69.8 t), the current CX 346 is about 63.0 t (spec is 68.6 t). Our 346 aircraft are the early MSN aircraft, they are heavier than current new build.
The story that you don't hear was the comparison was between a Boeing spec aircraft and the current CX 346 aircraft, not a real comparison between the real configuration on the new 773ER to a new 346HGW.
The CX 346 aircraft are MZFW limited to 245t, current new build 346HGW aircraft MZFW is 251 t (MTOW was also increased by 12 t), the real difference in payload between the two types is small, on spec the 773ER is supposed to lift 69.8 t, and the 346HGW 74.6 t. The 346 does burn about 800 kg/hr more than the 773ER, but in reality as you would know, airlines seldom go full with passengers/payload, but you would have the extra fuel burn if you had the 346. Fuel is only part of the cost of operating the aircraft.
The 346 has a significant advantage in terms of payload lift out of JNB even with the extra thrust bump on the 773ER, at 30 deg off the same runway the 773ER will only lift about 11 t more than a 343, well behind the 744/346 capability.
Last edited by Zeke; 10th June 2008 at 15:28.