You're right, Joe, about the FLL versus MIA. Northeast did operated from MIA to LAX. I was thinking of the proposed merger with NW. Northwest had originally wanted to merge with NE but the CAB would not allow the MIA/LAX route to be part of the merger so that merger was called off. I remember reading something about the NE MIA/LAX service - it was operated nonstop with a reduced payload so it could be done nonstop. Granted, it still may have had times when it had to stop enroute westbound but I don't think it would have been that common, especially in the summer time. David > I evidently missed the sports charter intention in the sentence that said the > 727 could fly anywhere in the USA to anywhere in the USA non-stop (I presume > they're not counting Alaska and Hawaii). > > While Northeast may have used the longer-range B727-100 series they still had > to make numerous fuel stops enroute to the West Coast due to the jet stream. > However, I don't believe Northeast ever served the market from Ft. Lauderdale > as you state. Northeast existed during the days of CAB regulation and the > CAB awarded the southern transcontinental non-stop route authority from MIA to > California on September 23, 1969. MIA means MIA, not FLL, as the CAB was very > specific in their regulations. > > While Northeast timetables may say "Ft. Lauderdale/Miami" the service was > operated from MIA. Back in those days there was very little service to FLL > relatively speaking and most of the airlines used "Ft. Lauderdale/Miami" in > their > timetables, with a "M" for Miami and a "F" in the actual flight schedules to > distinguish where the flight actually arrived and departed. The last CAB route > book that I have doesn't show any authorized routes from FLL to California and > it would be extremely odd for an authorized route to disappear once awarded. > I don't believe FLL ever had any scheduled non-stop service to California > until the 90's. > > Jose Prize > Fan of accuracy > > In a message dated 6/10/2003 10:41:47 AM Eastern Standard Time, > damiross2@xxxxxxxxx writes: > > > Subj: Re: Sports Charters (was Whose 727?) > > Date: 6/10/2003 10:41:47 AM Eastern Standard Time > > From: <A HREF="mailto:damiross2@xxxxxxxxx";>damiross2@xxxxxxxxx</A> > > Reply-to: <A > HREF="mailto:AIRLINE@xxxxxxxxxxxxxxxxx";>AIRLINE@xxxxxxxxxxxxxxxxx</A> > > To: <A HREF="mailto:AIRLINE@xxxxxxxxxxxxxxxxx";>AIRLINE@xxxxxxxxxxxxxxxxx</A> > > Sent from the Internet > > > > Beg to differ - if the 727-200 is equiped for executive travel as it would > > be > > in a sports charter operation, it more than likely has one or more extra > > fuel > > tanks in the cargo hold. > > > > Northeast used 727-100's on its flights from FLL (not MIA) to LAX) which, in > > airline service, has a slightly longer range than the -200. > > > > David R > > >The B727-200 can't reach LAX from Miami if the winds are wrong, and if they > > >can't reach LAX they can't reach SFO and points north (PDX, SEA). National > > >727's had to stop in Houston for fuel during the DC10 grounding period and > > >Northeast often stopped for fuel on "non-stop" flights, and so did Delta. > > > > > >Jose Prize > > >Fan of accuracy > >