MAXjet's Boeing 767-200ER fleet
The MAXjet fleet of 767-200 aircraft were acquired from 2005-2007. The aircraft were configured with the same Weber 7070 deep-recline seats in a twin-aisle, two-by-two-by-two configuration for all-Business Class service, with between 92 and 102 seats on board. The final two B767-200ER aircraft MAXjet leased were ultra-long-range aircraft with auxiliary fuel tanks, crew rest areas at the rear and the capability to do 14-hour hauls. MAXjet intended to ultimately deploy these aircraft on routes to China, but did not obtain the required authority before ceasing operations.
MAXjet’s B767-200ER all carried light payloads with just 102 maximum passengers versus 200 or more in legacy mixed-cabin configurations. This allowed the B767-200ER to reach London from Los Angeles and San Francisco. MAXjet’s B767s were reconfigured prior to scheduled service launch. Business-class seats were installed at a 60” seat pitch and increased recline. MAXjet also invested in cabin fittings, placards, carpeting, monuments and storage to modernize the B767 interior. The six-abreast Business Class configuration provided a spacious, twin-aisle cabin for the passenger while making efficient use of the B767’s cabin width.
MAXjet’s B767-200ER all carried light payloads with just 102 maximum passengers versus 200 or more in legacy mixed-cabin configurations. This allowed the B767-200ER to reach London from Los Angeles and San Francisco. MAXjet’s B767s were reconfigured prior to scheduled service launch. Business-class seats were installed at a 60” seat pitch and increased recline. MAXjet also invested in cabin fittings, placards, carpeting, monuments and storage to modernize the B767 interior. The six-abreast Business Class configuration provided a spacious, twin-aisle cabin for the passenger while making efficient use of the B767’s cabin width.
Before Conversion: Certification Configuration for N770WDBefore starting operations in November 2005, MAXjet took delivery of its first B767-200ER (an ex-QANTAS 767-238) in early 2005. The aircraft remained in the QF configuration for certification, with 30 domestic business seats and 175 economy seats. While the interior was showing its age, it served the purpose for certification and allowed the new all-Business Class interior to be installed prior to service starting. Note that the all-Business Class model was not announced until after MAXjet had completed its DOT and FAA certification process on August 23, 2005.
Looking backwards at the forward Economy Class cabin, as operated by QF through 2003. There are two mid-cabin lavatories that were retained by MAXjet in the all-C conversion process. MAXjet also retained the overhead bins although the sidewalls were freshened.
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The photographs above capture N770WD (MSN 23306) during its certification process at Washington Dulles, preparing for conformity checks and ultimately proving runs across the Atlantic. N770WD was later re-registered as N250MY. N770WD was acquired from an affiliate of Lehman Brothers, which had purchased the QANTAS fleet of B767-200ER sister ships in January 2004 and re-registered the aircraft as N769QT before beginning the N770WD series (named for West Dover LLC, the "off balance sheet" special-purpose investment vehicle).
When operated by Qantas, MSN 23306 was registered as VH-EAL (City of Geelong) from September 1985 through late 2003. |
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The photographs above of the MAXjet Certification Team were taken in late July 2005 after N770WD ferried to Washington Dulles to begin conformity checks (to formally accept the aircraft onto the MAXjet certificate). MAXjet's initial cadre of flight attendants, having completed training during June, were also present.
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More snapshots of N770WD arriving into Washington Dulles on July 23, 2005 in preparation for conformity and proving runs. These photographs were taken at Landmark Aviation where the aircraft was parked during conformity. The local FAA office (Washington FSDO) led conformity checks and audits to ensure that all required equipment was in place and functional, and that aircraft maintenance records were fully completed and reviewed.
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Post-Certification Aircraft Repainting - New Livery Debut
After completing FAA and DOT certification in late August 2005, MAXjet announced on September 20, 2005 that it would launch scheduled all-business class service between New York JFK and London Stansted on November 1, 2005 with six weekly frequencies in each direction. MAXjet also announced that it would configure its aircraft with 102 seats at 60" seat pitch with no middle seats. This was positioned as a "true business class experience" with high-end catering and amenities; while the on-board seating product would not be true lie-flat like British Airways, Virgin Atlantic and Eos Airlines, it would have significantly more legroom than comparable products by Delta and United. N770WD was sent to Goodyear, Arizona for re-painting and for the installation of the new interior.
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The above pictures were taken during the final stages of interior fitting and installation at Goodyear during October 2005. MAXjet acquired second-hand Weber 7070 seats (many ex-Iberia) and stripped them to the frame, installing new cushions and new leather covers, along with new plastics for the armrests and seat rails. The result was a brand-new seat feel and a lot of rich leather smell on board.
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In mid-October N770WD went into the paint hangar and was repainted in the "real" livery for the airline. Designed by David Hedley-Noble and the AeroBrand team, the MAXjet paint scheme used a mica flake paint to create a noticeable sheen in sunlight. Four of MAXjet's B767s ultimately received the AeroBrand paint scheme.
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Completed All-Business Class InteriorBelow is the completed interior of N770WD (soon to be N250MY) after installation of the 102 Weber seats at 60" seat pitch.
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The photographs above were taken after reconfiguration in preparation for media activities and service launch. While primitive by today's standards the deep-recline seats had 170 degrees of recline, significantly more than comparable U.S. carrier business class seats. The six-abreast seat configuration meant no middle seats, but also presented a more family-friendly layout than the herringbone and offset layouts adopted by Virgin Atlantic and British Airways respectively. The last two pictures are the close-up LOPA (layout of passenger accommodations) showing the exact seat locations, pitch, exits and lavatory layout of N770WD at service entry.
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Safety Cards
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Detailed Layouts of Passenger Accommodation (LOPAs)
A Layout of Passenger Accommodation (LOPA) is an engineering diagram of the aircraft's cabin interior that includes locations of passenger and flight attendant seats, emergency equipment, primary and emergency exits, and galleys. It is the document used by the airline and the FAA to certify the interior components and installation, and to ensure that emergency equipment is stored in the proper location on board. It is also useful for reviewing the differences in seating configuration across the fleet. Each of MAXjet's five B767 aircraft LOPAs are listed below.
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N250MY (ex N770WD) MSN 23306, ex QF, in service with MAXjet
from 2005 and used for initial certification. Configured with 102 seats in a six-abreast configuration and remained in this configuration from 2005 through ceasing charter operations in September 2008. N251MY MSN 23280, acquired in 2006 and entered service to open the new Las Vegas route. N251MY had center mid-cabin lavatories and side rear lavatories, necessitating a 100-seat configuration.
N253MY MSN 23974, identical in configuration to N252MY. N253MY had the same 92-seat configuration in three cabins, separated by sets of lavatories and constrained by the sizable rear crew rest area.
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N260MY, MSN 23057, leased by MAXjet from ILFC from March 2006. Note the double over-wing exit doors, atypical for the -200 series. Originally configured with 102 seats but later reduced to 94 to accommodate the double overwing doors without legroom penalty.
N252MY MSN 23973, a late-build B767-200ER with auxiliary fuel tanks and extra long range capability. The aircraft was equipped with a rear crew rest area and two sets of mid-cabin lavatories.
Shots of N250MY in service at Washington Dulles. Below David Price, IAD Maintenance Manager, sees off a departure with a United technician. MAXjet outsourced certain line functions to United at IAD.
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N260MY (2006)
Leased from ILFC commencing in March 2006, N260MY was the only B767-200EM (16,700 gallon fuel capacity) aircraft in the fleet. This restricted N260MY to operating the Washington and New York routes to London, plus charter activities. N260MY was originally delivered with 102 business class seats, but the lavatory layout on board cut seat pitch to 50-55" for certain seats in the forward cabin. After customers noticed, MAXjet reconfigured the aircraft in May 2005 to 94 seats.
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N251MY (2006)
N251MY was a very low-time B767 when acquired by MAXjet in 2006, entering the fleet with less than 30,000 total hours. After an extensive overhaul the aircraft entered service in October 2006 in time to launch scheduled service between London Stansted and Las Vegas in November 2006. N251MY was equipped with distinctive JT9D-7R4E4 engines that necessitated dedicated spare engines, presenting a challenge during service.
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In-House and Contract Maintenance
MAXjet maintained a supervisory team of FAA licensed maintenance staff. It contracted provision of most parts and components, overhaul and line maintenance to established vendors with extensive B767-200 experience. Parts provisioning, warehousing and components at US stations were contracted to Lufthansa Technik, which also operated MAXjet’s primary spare parts facility at JFK. Line maintenance at JFK was contracted to Ultimate Maintenance, at London Stansted to SR Technics, at Washington, D.C. (Dulles) to United Services, an affiliate of United Airlines, and at Las Vegas (McCarran) to JET Aircraft Maintenance, Inc.
Aircraft maintenance occurred on the following standard intervals:
Aircraft maintenance occurred on the following standard intervals:
- Pre-Departure Checks. MAXjet conducted a pre-departure check no more than three hours before every departure. MAXjet was an ETOPS-qualified airline; pre-departure checks allowed MAXjet to operate the twin-engined B767-200 on more efficient routes, saving time and fuel costs.
- Transit Checks. MAXjet inspected each operating aircraft every 48 hours. Because MAXjet’s schedule created more ground time at Stansted than at US stations, SR Technics conducted most transit checks at Stansted under MAXjet’s supervision.
- A Checks. MAXjet conducted A Checks on its aircraft after roughly 500 hours of flight time. A Checks included airframe and powerplant inspections. A Checks were usually conducted during regularly scheduled aircraft downtime on Saturdays. MAXjet outsourced A Checks to SR Technics, United Services or Ultimate based on availability and aircraft location.
- C Checks. MAXjet conducted C Checks on its aircraft every 18 months. Most C Checks took around 10 days to complete. MAXjet solicited bids and availability from major FAA approved Maintenance Repair and Overhaul (MRO) shops for C Checks.
- Heavy C Checks. These were the most expensive and extensive maintenance checks, typically undertaken once every four to five years, and can take eight weeks to complete. MAXjet's fleet underwent heavy C-check inspections prior to entering service with the airline.
