"One last post and then I will go and study", honest!I have been trying to fathom the boeing B range lately, can anyone help me here?737 - Small domestic, short-haul, holiday jet. apx 100 people + bags MTOW about 150,000lbs depending on model. Range about 4,000nam(airbus equiv: A310/A319)747 - Flying cruise liner (whale) apx 450 people + bags MTOW about 850,000lbs Range about em... 9,000nam? 4 engined so authorised for trans-ocean flightsAirbus equiv (A380)?757 - Large domestic, short-haul, holiday and shuttle flights. apx, 250 people and bags MTOW (I have no idea), say 250,000lbs? Range about 4,000namAirbus equiv (A320)?767 - Larger than the 757 apx 300 people MTOW about 400,000lbs? Range about 6,000namAirbus equiv (A330)?777 - Almost as large as the 747 apx 400 people MTOW about 600,000lbs? Range about 7,000nam?Airbus equiv (A340)?Is this anything like the correct figures.I was trying to figure out what the market for the 757 was, as the 737 and 767 aren't that far on either side of it's capability. though I always thought the 767 had longer range for trans-continental commuter flights.Thanks

"4 engined so authorised for trans-ocean flights"I don't think having 4 engines means they are authorized for trans-oceanic flights. The 777 has 2 engines but last I heard it made quite a few jumps across the pond. The 7E7 is supposed to have even longer range than the 747 if I remember correctly (or maybe it was the 777 don't really recall the specifics) and it's only a twin engine.I'm not sure if I'd classify the 757 as a short-haul jet. Delta operates a flight from Atlanta to Bogota in a 752. The 767 I would definately consider a long range jet. Just to use Delta again, they fly JFK to Athens in a 763.I think it's a mistake to try and lump them into such small categories. I think a better way to classify them would be by range and capacity. After all I believe most airlines don't just decide what aircraft is needed by range alone. If they have a flight from Atlanta to DFW I doubt they would choose a smaller range aircraft even though the demand is high. In fact, Delta operates multiple flights from Atlanta to DFW. I wouldn't just call them "holiday jets" or "shuttle jets." I'd classify them as small/medium/large occupancy and short/medium/long range. I think most airlines decide based on need. If you have a short "shuttle flight" that needs 600 passengers I wouldn't shove them all on 40 passenger RJ's just because they are a short range trip.

The 757 was originally intended to replace the 727, and to some extent the old 707.It's a medium range narrow-body airline.Interesting to know; the 757/767 originally started as 2 completely different projects, but as time passed by, they became a similar type of aircraft.The 767 was firstly intended to be a STOL for short runways, but the market wasn't all exstatic about this, so the 767 (project name: 7X7) evolved into twin-engine, slightly smaller than the DC10's and TriStar's :-)

>"4 engined so authorised for trans-ocean flights">>I don't think having 4 engines means they are authorized for>trans-oceanic flights. The 777 has 2 engines but last I heard>it made quite a few jumps across the pond. The 7E7 is supposed>to have even longer range than the 747 if I remember correctly>(or maybe it was the 777 don't really recall the specifics)>and it's only a twin engine.There are restrictions on twin jets that three or four engined aircraft are exempt from.Essentially a twin jet must remain within 60 minutes flight time at single engine speed from a suitable diversion airport. To make it more complicated ETOPS (Extended Twin Operations) rules exist that extend this if the aircraft meets certain reliablity requirements. Suitable aircraft can stray 120 minutes from a diversion airport and if an individual plane demonstrates reliable ETOPS service for one year this can be extended to 180 minutes. I think these figures are accurate, but they may have changed. ETOPS aircraft like the 777 can fly transatlantic if the routing meets these requirements.

ETOPS aircraft like the 777 can fly>transatlantic if the routing meets these requirements.The 777 promised 180 minutes ETOPS on delivery, and did so (for aircraft operated under FAA jurisdiction). That made it suitable for many transpacific routes as well.Also, since aircraft engines are now SO reliable, there's a move afoot to make the four engine airplanes obey the same rules as the two - because the cause for an in-flight diversion is likely to be something other than an in-flight shutdown of an engine, and it's likely to affect any kind of aircraft (cargo fire, weather, passenger illnes, etc).

Erm! Believe it or not, even 757s are used for transatlantic flights!!!Not exactly what they were designed to do, but quite a few being used across the pond. The 757 is massively overpowered, its essentially a long 737 with 2 derated 747 engines!Armen L Cholakianwww.veryquiet.com

Just to put my 2 cents...I would put the 757 with the A321 PA wise, but that's just me ;)Vala