Question - When a airliner leaves the factory
Discussion
Or to be more precise,when a brand new short range airliner (for example the Boeing 737 or even smaller/shorter fuel range plane) leaves the factory in the USA,how is it flown the distance (considering the short fuel range)across the Atlantic or Pacific oceans to be delivered to its new home in Asia or Europe?
Presumably it would be flown a much different route than its bigger brothers with much larger fuel tanks?
Presumably it would be flown a much different route than its bigger brothers with much larger fuel tanks?
Edited by wildone63 on Friday 30th October 19:45
Pretty much the same question as someone asked here I think (but bigger planes).
http://www.pistonheads.com/xforums/topic.asp?h=0&a...
http://www.pistonheads.com/xforums/topic.asp?h=0&a...
GreenV8S said:
Caruso said:
A friend of mine used to deliver light planes from the US to Europe via Greenland and Iceland. They fitted extra fuel tanks in the cabin.
Quite a nerve wracking job, I should think. I've heard of ferry pilots in light piston singles covering the engine gauges with black tape whilst flying this route. Stops them looking at the oil press every 10 seconds for the entire trip. If the donk up front quits and there're icebergs below then it's almost certainly game-over; even if you survived the ditching and managed to get out and into the dinghy the chances of being picked-up before you died of exposure are pretty slim. The USAF used to have SAR Jolly Greens based in Iceland that could be air-refuelled by KC130 tankers for long-range pickups but they're long gone. Even piston twins have had double engine failures due to frozen fuel vents causing tank vacuum. The bottom of the North Atlantic is littered with the wrecks of almost-brand-new aeroplanes.
Weather can be unpredictable and beyond horrendous on the northern atlantic crossing. I know a bloke who was stuck on an airbase in Greenland for 2 weeks waiting for the weather to lift so that he could continue on across the pond. It's possible to take a southerly route via the Azores, but the water crossing sections are longer and not every aircraft has the range to do it.
4sure said:
Caruso said:
A friend of mine used to deliver light planes from the US to Europe via Greenland and Iceland. They fitted extra fuel tanks in the cabin.
yes......course they did 
The fitting of extra ferry tanks is absolute standard practice on light aircraft deliveries. On a small aeroplane, the only space available for the extra tank is in the cabin beside or behind the pilot.
A contractor in Europe removes the tank on arrival and fits the stamndard seats for final delivery to the customer.
williamp said:
interesting. I now have this imahge of two aircraft flying together- one carrying the fule for both of them, one the interior for both of them!
The interiors are flown in cargo aircraft, shipped in containers, or actually manufactered on site so that the bits are ready on arrival of the aircraft.An alternative way to ship light aircraft is to deliver the aeroplane in bits to an assembly point in the target market area. As an example, for many years, nearly all single engined Cessnas flying in Europe had been assembled in France at Reims.
You can tell if you are flying in a French or an American Cessna by looking at its technical description, An American Cessna 172 is designated as a "Cessna 172". A French built Cessna would be designated Cessna FR172",
Edited by Eric Mc on Sunday 1st November 11:12
Eric Mc said:
An alternative way to ship light aircraft is to deliver the aeroplane in bits to an assembly point in the target market area. As an example, for many years, nearly all single engined Cessnas flying in Europe had been assembled in France at Reims.
You can tell if you are flying in a French or an American Cessna by looking at its technical description, An American Cessna 172 is designated as a "Cessna 172". A French built Cessna would be designated Cessna FR172",
Blimey! I've had 4 hours flight on Cessna FR712 here at Coventry airport and I didn't kow that... and I am from Reims You can tell if you are flying in a French or an American Cessna by looking at its technical description, An American Cessna 172 is designated as a "Cessna 172". A French built Cessna would be designated Cessna FR172",
Edited by Eric Mc on Sunday 1st November 11:12
It isn't. The Reims Rocket was a more powerful version of the standard 172. The Cessna built one is the 172XP with a 180hp engine and a CSU.
The Reims aircraft are generally better buys in Europe as they have far superior corrosion proofing and so don't suffer from the British climate quite as badly.
The Reims aircraft are generally better buys in Europe as they have far superior corrosion proofing and so don't suffer from the British climate quite as badly.
IforB said:
It isn't. The Reims Rocket was a more powerful version of the standard 172. The Cessna built one is the 172XP with a 180hp engine and a CSU.
The Reims aircraft are generally better buys in Europe as they have far superior corrosion proofing and so don't suffer from the British climate quite as badly.
It looks like it's still in business building the 406.The Reims aircraft are generally better buys in Europe as they have far superior corrosion proofing and so don't suffer from the British climate quite as badly.
Eric Mc said:
IforB said:
It isn't. The Reims Rocket was a more powerful version of the standard 172. The Cessna built one is the 172XP with a 180hp engine and a CSU.
The Reims aircraft are generally better buys in Europe as they have far superior corrosion proofing and so don't suffer from the British climate quite as badly.
It looks like it's still in business building the 406.The Reims aircraft are generally better buys in Europe as they have far superior corrosion proofing and so don't suffer from the British climate quite as badly.
They certainly haven't made any 172's for years.
IforB said:
It isn't. The Reims Rocket was a more powerful version of the standard 172. The Cessna built one is the 172XP with a 180hp engine and a CSU.
The Reims aircraft are generally better buys in Europe as they have far superior corrosion proofing and so don't suffer from the British climate quite as badly.
Always amazed me when we were building my mates RV8 that there was no mention at all of corrosion proofing during the build!The Reims aircraft are generally better buys in Europe as they have far superior corrosion proofing and so don't suffer from the British climate quite as badly.
We had it all primed and then we wet assembled it with JC5. That should give it a fighting chance!
This thread reminded me of the light plane on a delivery flight across the Pacific that got lost.
http://www.airodyssey.net/movies/movie-flt771.html
http://www.airodyssey.net/movies/movie-flt771.html
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