Canadair RJ-700 这种小飞机怎么样？-寰宇一家
<em id="authorposton13-10-27 12:51
下一个行程短途去纽约，坐AA的Canadair RJ-700：
从来没坐过这么小的飞机，心里很紧张，会不会不安全？一路都很颠簸？
共有36条回复
<em id="authorposton-27 13:18
稳不稳看天气。
<em id="authorposton-27 13:23
如果没有遇到气流，其实小飞机也OK的，
起飞很快，稍微一加速就到天上了。
上次搭乘小飞机会碰到这样的情况：
机上碰到一个大团组，估计他们每个人都托运两件行李的，
于是，行李舱就爆满了（因为小飞机行李舱容量有限）
结果，航班抵达以后，行李没有随机运到，
被延误到后一个航班运抵的。
<em id="authorposton-27 13:52
CRJ700不算小了，下面还有CRJ200和更小的
<em id="authorposton-27 14:05
UA也有很多航线是CRJ700/CRJ200
SK还有冲8-400呢，那感觉就像自己要去轰炸
<em id="authorposton-27 14:08
其实机内区别都不大，坐过两次都还挺稳的嗯
<em id="authorposton-27 14:50
本帖最后由 AYflyer 于
14:54 编辑
这不算小飞机啦，我坐过SF3（Saab340），那才小
加拿大的飞机性能都不错，CRJ还算是涡扇的呢，很稳的，放心
<em id="authorposton-27 15:22
这在北美已经不小了，哈哈
<em id="authorposton-27 16:06
YUL-BOS坐过AC的Q100。。。。。。。。那个心惊肉跳。。。。。。
<em id="authorposton-27 16:17
CRJ系列的都没问题，Q400我是有点心理障碍，能不坐就不坐
<em id="authorposton-27 20:51
CRJ和一般的空客，波音坐起来没啥太大区别，上次在夏威夷坐的Caravan 208B才叫小飞机，只能坐8个人，正好那天风狂大，把我LD吓个半死
<em id="authorposton-28 04:17
还有ua的emb-120呢
<em id="authorposton-28 06:45
一看就没坐过Cessna
<em id="authorposton-28 12:11
哈哈哈crj700zaiua还排两舱呢
<em id="authorposton-28 23:02
经常坐EMB和CRJ 200
<em id="authorposton-01 12:20
表示经常做，从CLE到JFK航线的AA常用这个。完全取决于天气，美国的国内航线小飞机是无法避免的
<em id="authorposton-01 12:45
颠簸，噪音大，坐在翅膀旁边的话座椅有震动有酥麻感
<em id="authorposton-01 21:34
ma1226 发表于
经常坐EMB和CRJ 200
EMB其实是蛮好的飞机
<em id="authorposton-01 22:16
AYflyer 发表于
EMB其实是蛮好的飞机
其实我都觉得不错
CRJ比EMB要大
<em id="authorposton-02 00:04
ma1226 发表于
其实我都觉得不错
CRJ比EMB要大
嗯，agree，都不错的飞机
<em id="authorposton-02 00:41
concorde 发表于
一看就没坐过Cessna
Cessna + 1
<em id="authorposton-07 06:48
会飞的金龙客车，明儿飞CRJ200
<em id="authorposton-07 07:19
bigbigluo 发表于
Cessna + 1
塞斯纳我都坐过三次了。那个挤得。。。还不如CRJ200.
<em id="authorposton-07 08:34
我坐过ua的螺旋桨飞机，好像是slc-den或者IAH-slc，最小的坐过从波士顿到新罕布什尔州黎巴嫩的6座飞机，是cape air的。
<em id="authorposton-07 09:43
坐着还挺舒服，只是尽量靠前坐，后面噪音狂大
<em id="authorposton-09 16:13
我也坐过一次aa的crj700，第一次坐前也有点紧张呀之前没坐过这样的小飞机。。那次没有什么乱流所以飞的挺稳的，而且我觉得座椅真是比至少美国国内别的大飞机经济舱舒服啊。
<em id="authorposton-11 14:37
飞飞ATR那叫一个high,一次是台风，跟过山车一样，另外一次天晴，也就略好了那么一点点。。。。
<em id="authorposton-12 14:54
CRJ不算小了....
<em id="authorposton-12 15:55
还有DASH-8。。。真的是感觉在坐轰炸机
<em id="authorposton-05 11:29
AC 满眼的的dash才吓人呢
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探索世界 实现梦想 沪ICP备号Bombardier CRJ200
From Wikipedia, the free encyclopedia
The Bombardier CRJ100 and CRJ200 are a family of
manufactured by , and based on the
. These regional jet models were formerly known as the Canadair CRJ100 and CRJ200.
The aircraft was based on the design of the earlier
airliner, which had been purchased by Canadair from American aircraft designer
in 1976. The wide
of the Challenger which seats 2 passengers on each side of the aisle suggested early on to Canadair officials that it would be straightforward to stretch the aircraft to ac accordingly, there was a publicly-mooted plan for an improved model, designated as the Challenger 610E, which would have had seating for an additional 24 passengers. That lengthening did not occur, the effort being canceled during 1981; however, neither the concept or interest in developing an enlarged derivative did not disappear.
During 1987, studies commenced on the topic of a substantially more ambitious stretched configuration. These investigations directly led to the formal launch of the Canadair Regional Jet program during the spring of 1989. The "Canadair" name was retained despite the fact that Bombardier had already bought out the company by this time. The first of three development machines for the initial CRJ100 performed its first flight from
on 10 May 1991, though the first prototype (C-FCRJ) was lost in a spin mishap on July 26, 1993 near the Bombardier test center in , . During late 1992, the type obtained
while initial deliveries to customers occurred later on that year.
During the airliner's first 100 days of operational service, it performed a total of 1,237 flights, during which it achieved a 99 per cent dispatch reliability while its
was reportedly 8 per cent superior to what had been originally forecast.
design was stretched 5.92 metres (19 feet 5&#160;inches) to create the CRJ100. The stretch was achieved using fuselage plugs fore and aft of the wing while two additional emergency exit doors and the adoption of a reinforced and modified wing. In a typical seating configuration, the CRJ100 could accommodate 50 passengers while in a maximum configuration 52 passengers could be accommodated. The CRJ100 featured a Collins ProLine 4 avionics suite, Collins weather radar, GE CF34-3A1 turbofan engines, capable of generating up to 41.0&#160;kN (4,180 kgp / 9,220&#160;lbf) of thrust, along with new wings with extended span, an expanded fuel capacity and improved landing gear to handle the higher weights.
The initial model was followed by the CRJ100 ER subvariant, featuring 20 per cent greater range, and the CRJ100 LR subvariant, which possessed 40 per cent more range than the standard CRJ100. The CRJ 100 SE sub-variant was produced to more closely conform with the requirements of both corporate and executive operators. A
door retrofit has been developed for the installation of former passenger-configured aircraft to extend the useful life of early-built CRJ100s.
The CRJ200 is identical to the 100 model except for more efficient engines.
had operated some with 44 seats, designated as CRJ440, with closets in the forward areas of the passenger cabin though these were converted to 50 seat airplanes. These modifications were designed to allow operations under their major airline contract "scope clause" which restricted major airlines' connection carriers from operating equipment carrying 50 or more passengers to guard against usurpation of
pilots' ; these scope clauses have been since relaxed when union contracts were re-written between unions and the three remaining U.S. legacy carriers. Similarly, 's fleet of 40-seat CRJ200s were sold at a discounted price to discourage Comair from purchasing the less expensive and smaller .
There is also a CRJ200 freighter version which is designated CRJ200 PF (Package Freighter) which was developed in cooperation with
on the request of .
Several models of the CRJ have been produced, ranging in capacity from 40 to 50 passengers. The Regional Jet designations are marketing names and the official designation is CL-600-2B19.
CRJ100&#160;
The CRJ100 is the original 50-seat version. It is equipped with
engines. Operators include
and , among others.
CRJ100SF&#160;
Passenger-to-freighter conversion of CRJ100.
CRJ200&#160;
The CRJ200 is identical to the CRJ100 except for its engines, which were upgraded to the CF34-3B1 model, offering improved efficiency.
CRJ200PF&#160;
Package freighter version of CRJ200.
CRJ200SF&#160;
Passenger-to-freighter conversion of CRJ200.
CRJ440&#160;
Certified up to 44-seat, this version was designed with fewer seats in order to meet the needs of some major United States airlines.
A business jet variant of the CRJ200
CRJ500&#160;
Proposed 50-seat version with wing and cabin improvements based on the CRJ700/900. Cancelled in 2001.
Since the project was terminated and production stopped, no new CRJ-200/100s have been produced, but over the years maintenance and newer technologies have been added to the planes. Some of the larger versions such as the CRJ700 have begun the processes of adding Wi-Fi access on board the aircraft, but no project has begun for the CRJ200/100 to implement Wi-Fi compatibility.
U.S. airlines are accelerating retirement of these 50-seat regional jets because of the number of flight cycles they go through and because rising fuel prices were making them uneconomical to operate. The retirements are also reducing the value of their parts. Airlines are slowly replacing the jet with more modern aircraft like the
1021 CRJ100/200 have been ordered and delivered&#160;: 226 CRJ100s, 709 CRJ200s and 86 CRJ440s. In July
CRJ100/200 were in airline service&#160;: 442 in America, 66 in Europe, 30 in Africa and 22 in Asia Pacific & Middle East. Operators with 10 or more are:
196&#160;:
On 16 December 1997,
Flight 646, a Bombardier CRJ-100, crashed on a go-around at
in , . No fatalities were reported.
On 22 June 2003,
Flight 5672 with registration F-GRJS from
to , crashed 2.3 miles short and 0.3 miles to the left of the runway when attempting a landing at Brest's airport. The aircraft's captain was the sole fatality.
On 14 October 2004,
, a Bombardier CRJ-200, crashed on a non revenue, repositioning flight from ,
to . The pilots attempted to climb the aircraft to its published service ceiling of 41,000 feet, exceeding the aircraft's capabilities for the existing conditions. This resulted in the
and possible
of both engines. The aircraft crashed about fifteen minutes later, in sight of the , killing both pilots.
On 21 November 2004,
, a Bombardier CRJ-200LR, crashed shortly after takeoff, killing all 53 on board as well as two on the ground.
On 27 August 2006,
, marketed as
Flight 5191, a Bombardier CRJ-100ER, crashed during takeoff from the wrong runway at
in . There were 49 fatalities, with only the severely injured
surviving.
On 20 May 2007, an
Bombardier CRJ-100 which originated in , , was substantially damaged when its landing gear collapsed after landing at Toronto-Pearson International Airport, ON (YYZ). There were no injuries to any crew or passengers. Flight AC8911 departed Moncton (YQM) on a domestic flight to Toronto. The aircraft landed on runway 6 right with a 90 degree crosswind from the left, gusting from 13 to 23 knots. The aircraft first contacted the runway in a left-wing-down sideslip. The left main landing gear struck the runway first and the aircraft sustained a sharp lateral side load before bouncing. Once airborne again, the flight and ground spoilers deployed and the aircraft landed hard. Both main landing gear trunnion fittings failed and the landing gear collapsed. The aircraft remained upright, supported by the landing gear struts and wheels. The aircraft slid down the runway and exited via the Delta 3 taxiway, where the passengers deplaned. There was no fire. There were no
some passengers reported minor injuries as a result of the hard landing.
On 16 December 2007,
flight 758A, a Bombardier CRJ-200LR, overran the runway during landing at
in . No injuries or fatalities were reported.
On 13 February 2008,
, a Bombardier CRJ-100LR, crashed and flipped-over during takeoff at
in , . Most passengers suffered some burns, and four were taken to the hospital. No fatalities were reported.
On 12 November 2009,
, a Bombardier CRJ-100, crashed into a VIP terminal shortly after an emergency landing at , ; out of the ten passengers and five crew members, one passenger died.
On 19 January 2010,
Canadair CRJ-200 N246PS overran the runway at ,
following an aborted take-off. The aircraft was stopped by the
at the end of the runway, sustaining minor damage to its undercarriage. The information in the referenced article regarding "substantial" damage was premature and inaccurate. The aircraft was flown away within days of the incident after removal of a damaged landing gear cover.
On 17 March 2011, Jetlink Express Bombardier CRJ 100, flight JO 752 from Nairobi Jomo Kenyatta International Airport veered off the runway at Kisumu Airport while attempting to land in light rain and misty weather. The aircraft stopped safely a few metres from the shores of Lake Victoria. There were no fatalities.
On 4 April 2011, a
Canadair CRJ-100ER 4L-GAE operating under an
mission as flight 834 from , ,
missed the runway on landing at Kinshasa. The aircraft subsequently broke into pieces and caught fire. Only one survivor is reported out of 29 passengers and 4 crew. The airport was experiencing torrential rain, thunderstorms and low visibility at the time.
On 6 June 2011, a
Canadair CRJ-200, flight OO 4443 (code share DL 443) from Cincinnati to Milwaukee couldn't extend rig however, left main landing gear was extended and locked. After several failed attempts to extend the right main landing and running low on reserved fuel, airplane landed with right main gear up on runway 19R. Emergency service was on scene and no fire broke out. No injuries occurred. Runway was closed for two hours as the result.
On 2 September 2011,
Flight 5058, operated by Canadair CRJ-200 N875AS landed at
with the left main undercarriage retracted. There were no injuries amongst the 50 passengers and three crew on board.
On 5 May 2012 an Akbars Aero CRJ-200, flying from St. Petersburg to Astrakhan, Russia, made a forced landing at Voronezh airport, due to cracking of the pilot's windshield.
On 17 July 2012, a suspended SkyWest employee attempted to steal a CRJ-200 from a Utah airport. Although his security access cards had been de-activated, the employee was able to enter the jet, start it, and attempt to taxi it toward a runway. The jet hit a jetway and a building, plowed into a parking lot and came to rest when its nose gear collapsed. After crashing the plane in the parking lot, the employee shot himself in the head and died at the scene.
On 29 January 2013,
crashed 5&#160;km short of
International airport in
near the village of Kyzyltu while attempting to land in bad weather conditions. 16 passengers and 5 crew died.
On 8 January 2016,
between Oslo (Gardermoen) and Troms? (Langenes) crashed, after incorrect attitude information was displayed to one pilot, in northern Sweden near , . The plane was carrying 4.5 tonnes of mail on behalf of . The two crew members died.
CRJ Specifications
34&#160;: 2 Flight Crew + 12 cabin crew
Seating capacity
Cabin height
6&#160;ft 1 in / 1.85 m
Cabin width
8&#160;ft 3 in / 2.53 m
87&#160;ft 10 in / 26.77 m
69&#160;ft 7 in / 21.21 m
20&#160;ft 5 in / 6.22 m
520.4&#160;ft? / 48.35 m?
Fuselage diameter
8&#160;ft 10 in / 2.69 m
Operating empty
30,500&#160;lb / 13,835&#160;kg
Max payload
13,500&#160;lb / 6,124&#160;kg
2,135 US Gal / 8,081 L
14,305&#160;lb (6,489&#160;kg)
ER&#160;: 51,000&#160;lb / 23,133&#160;kg
LR&#160;: 53,000&#160;lb / 24,041&#160;kg
Engines (2x)
Takeoff thrust (2x)
8,729&#160;lbf / 38.84&#160;kN
50 pax range
ER&#160;: 1,305&#160;nm / 2,417&#160;km
LR&#160;: 1,650&#160;nm / 3,056&#160;km
ER&#160;: 1,345&#160;nm / 2,491&#160;km
LR: 1,700&#160;nm /3,148&#160;km
Normal cruise
M0.74&#160;: 785&#160;km/h (424&#160;kn)
Hi speed cruise
M0.81&#160;: 860&#160;km/h (460&#160;kn)
41,000&#160;ft / 12,496 m
Takeoff (SL, ISA, MTOW)
ER&#160;: 5,800&#160;ft / 1,770 m
LR: 6,290&#160;ft / 1,920 m
Landing (SL, MLW)
4,850&#160;ft / 1,480 m
Related development
Aircraft of comparable role, configuration and era
Related lists
(PDF). Bombardier. 30 June 2015.
Flight International, 21 June 1980. p. 1437.
. Winglets 2014.
Harro Ranter (26 July 1993). . Aviation-safety.net 2014.
Bombardier (June 20, 2017). . FlightGlobal.
. Flightglobal.
. AirTeamImages.com 2014.
"Hemisphere Magazine". December 2016
via magazine.
Compart, Andrew, Young at part, Aviation Week and Space Technology, April 15, 2013, pp. 4446
(PDF). Flight International. July 2016.
Harro Ranter (20 May 2007). . Aviation-safety.net 2014.
. Ntsb.gov 2014.
. The Aviation Herald 2010.
. The Aviation herald 2011.
. Milwaukee Journal Sentinel. Jun 6, .
Hradecky, Simon. . The Aviation Herald 2011.
. Interfax.ru 2014.
. USATODAY.COM 2014.
. The Gazette of Central Asia. Satrapia. 29 January 2013.
. Aviation Week.
. FlightRadar24.
(PDF). Bombardier. Jan 10, 2016.
(PDF). Bombardier. June 2006.
. Bombardier.
The initial version of this article was based on a
article from .
Jackson, Paul. Jane's All The World's Aircraft . Coulsdon, UK: Jane's Information Group, 2003. &#160;.
Wikimedia Commons has media related to .
(PDF). Bombardier. Jan 2016.
Kieran Daly (1 May 1991). . Flight International. p.&#160;39.
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国际民航组织飞机型号代码 普通旅客在航班时刻表等民航宣传品上看到的机型栏目所列机型可能并不是我们常见的机型名称，而是一些你可能不明白代码，在民航内部的航行通告、动态传递中机型也经常使用一些代码表示，这些代码实际上不是随意编写的，而是国际民航组织规定的飞机型号代码，下面就列举部分常见的、在我国空域可能出现的民航机型型号代码，更多请访问国际民航组织相关页面
资料说明：飞机型号代码： 1.飞机型号代码由不超过四位的数字、字母组成，尽量代表出飞机的制造厂商、型号等资料，易用被空中管制判读信息，原则上是从飞机的具体型号上抽取而来。2.飞机型号代码一经指定，不在更改，即使生产该型号飞机的制造厂商更名、变更所有权3.某飞机机型的具体型号原则上不再指定新的代码，除非这个改进型号的性能变化较大，按原有标准判读会影响到空中管制4.“ZZZZ”：特殊代码，表示该机型尚未指定代码5.国际民航组织建议的轻型、中型、重型飞机划分标准，是在航空管制方面很重要的标准，涉及到飞机尾流对后续飞机的影响，直接关系到航空安全
轻型飞机（L：Light）：按相关程序批准的飞机型号合格证上，最大起飞重量7吨或以下中型飞机（M：Medium）：按相关程序批准的飞机型号合格证上，最大起飞重量7吨以上，136吨以下重型飞机（H：Heavy）：按相关程序批准的飞机型号合格证上，最大起飞重量136吨或以上
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1h 10m layover in Munich (MUC)
(Airbus A321)
(Embraer 170/195)
1h 15m layover in Amsterdam (AMS)
(Airbus A319)
(Airbus A320)
1h 10m layover in Zurich (ZRH)
(Airbus A320)
(Boeing 737-700 (Winglets))
1h 30m layover in Brussels (BRU)
(Airbus A320)
(Canadair Regional Jet 900)
1h 10m layover in Munich (MUC)
(Airbus A319)
(Sukhoi Superjet 100-95)
1h 30m layover in Brussels (BRU)
(Airbus A320)
(Airbus A320 (Sharklets))
45m layover in Malaga (AGP)
(Canadair Regional Jet 900)
1h 30m layover in Berlin (TXL)
(Airbus A320)
(Airbus A320)
1h 20m layover in Zurich (ZRH)
(Airbus A319)
(Airbus A320 (Sharklets))
1h 25m layover in London (LHR)
(Airbus A319)
(Airbus A320 (Sharklets))
50m layover in Malaga (AGP)
(Airbus A319)
45m layover in Rome (FCO)
(Airbus A321)
(Airbus A320 (Sharklets))
1h 25m layover in Munich (MUC)
(Airbus A321)
(Boeing 737-600)
1h 35m layover in Berlin (TXL)
(Airbus A319)
(Embraer 195)
1h 10m layover in Vienna (VIE)
(Airbus A320)
(Boeing 737-800 (Winglets))
1h 30m layover in London (LHR)
(Airbus A319)
(Boeing 737)
1h 35m layover in Amsterdam (AMS)
(Boeing 737)
(Boeing 737-600)
1h 40m layover in Manchester (MAN)
(Airbus A319)
(Airbus A320 (Sharklets))
55m layover in Rome (FCO)
(Airbus A320)
(Boeing 737-600)
1h 45m layover in Berlin (TXL)
(Airbus A319)
(Airbus A320 (Sharklets))
1h 40m layover in Frankfurt (FRA)
(Airbus A319)
(Boeing 767)
1h 35m layover in London (LHR)
(Airbus A319)
(Airbus A320 (Sharklets))
1h 45m layover in Frankfurt (FRA)
(Airbus A321)
(Sukhoi Superjet 100-95)
1h 55m layover in Brussels (BRU)
(Airbus A319)
(Airbus A319)
2h 5m layover in Amsterdam (AMS)
(Boeing 737)
(Boeing 737-600)
1h 55m layover in Amsterdam (AMS)
(Airbus A321)
(Boeing 737-700 (Winglets))
1h 45m layover in Munich (MUC)
(Airbus A319)
(Airbus A320 (Sharklets))
1h 50m layover in Frankfurt (FRA)
(Airbus A319)
(Airbus A321)
1h 30m layover in London (LHR)
(Airbus A320)
(Boeing 737-800 (Winglets))
2h 5m layover in Amsterdam (AMS)
(Boeing 737)
(Airbus A320)
1h 35m layover in London (LHR)
(Airbus A320)
(Airbus A320 (Sharklets))
1h 15m layover in Malaga (AGP)
(Airbus A319)
1h 40m layover in Prague (PRG)
(Airbus A320)
(Boeing 737-700 (Winglets))
2h 5m layover in Paris (CDG)
(Airbus A320)
(Boeing 737-700 (Winglets))
2h 10m layover in Amsterdam (AMS)
(Boeing 737)
(Boeing 737-700)
2h 10m layover in Oslo (OSL)
(Airbus A320)
(Airbus A320 (Sharklets))
2h 10m layover in Frankfurt (FRA)
(Airbus A320 (Sharklets))
(Boeing 737-800 (Winglets))
2h 10m layover in Berlin (TXL)
(Airbus A319)
(Airbus A320 (Sharklets))
2h 15m layover in Zurich (ZRH)
(Airbus A321)
(Airbus A320 (Sharklets))
2h layover in Frankfurt (FRA)
(Airbus A320)
(Boeing 737)
2h 15m layover in Amsterdam (AMS)
(Airbus A319)
(Boeing 737-800 (Winglets))
2h 10m layover in London (LHR)
(Airbus A319)
(Boeing 737-800 (Winglets))
2h 20m layover in Zurich (ZRH)
(Airbus A321)
(Boeing 737-700)
2h 25m layover in Amsterdam (AMS)
(Airbus A321)
(De Havilland DHC-8 Dash 8-400 Dash 8Q)
2h layover in Luxembourg (LUX)
(Airbus A319)
(Boeing 737-700 (Winglets))
2h 25m layover in Amsterdam (AMS)
(Airbus A321)
(Airbus A320)
2h 20m layover in Zurich (ZRH)
(Airbus A319)
(Boeing 737-800 (Winglets))
2h 30m layover in Oslo (OSL)
(Airbus A320)
(Boeing 737-700 (Winglets))
2h 25m layover in Frankfurt (FRA)
(Airbus A319)
(Airbus A320 (Sharklets))
2h 15m layover in Munich (MUC)
(Airbus A321)
(Airbus A320 (Sharklets))
2h 15m layover in London (LHR)
(Airbus A319)
(Boeing 737-700 (Winglets))
2h 30m layover in Amsterdam (AMS)
(Boeing 737)
(Airbus A320 (Sharklets))
2h 35m layover in Frankfurt (FRA)
(Airbus A321)
(Airbus A320 (Sharklets))
2h 40m layover in Amsterdam (AMS)
(Boeing 737)
(Airbus A321)
2h 30m layover in Munich (MUC)
(Airbus A319)
(Airbus A320 (Sharklets))
1h 50m layover in Rome (FCO)
(Airbus A319)
(Airbus A320 (Sharklets))
2h 35m layover in Munich (MUC)
(Airbus A320)
(Canadair Regional Jet 900)
2h 50m layover in Oslo (OSL)
(Airbus A320)
(Airbus A320 (Sharklets))
2h 40m layover in Munich (MUC)
(Airbus A319)
(Airbus A320 (Sharklets))
2h 55m layover in Amsterdam (AMS)
(Boeing 737)
(Boeing 737-600)
2h 55m layover in Amsterdam (AMS)
(Boeing 737)
(Airbus A321)
2h 50m layover in Madrid (MAD)
(Airbus A319)
(Airbus A320 (Sharklets))
3h layover in Amsterdam (AMS)
(Airbus A320)
(Airbus A320 (Sharklets))
2h 55m layover in London (LHR)
(Airbus A319)
(Airbus A320 (Sharklets))
2h 50m layover in London (LHR)
(Airbus A319)
(Boeing 767)
2h 50m layover in London (LHR)
(Airbus A320)
(Airbus A320 (Sharklets))
2h 50m layover in London (LHR)
(Airbus A319)
(Boeing 767)
2h 55m layover in London (LHR)
(Airbus A320)
(Boeing 767)
3h layover in London (LHR)
(Airbus A319)
(Airbus A320 (Sharklets))
2h 55m layover in Dublin (DUB)
(Airbus A320)
(Airbus A320)
3h layover in London (LHR)
(Airbus A319)
(Airbus A320)
3h 5m layover in London (LHR)
(Airbus A319)
(Boeing 737-700)
2h 45m layover in Rome (FCO)
(Airbus A320)
(Canadair Regional Jet 900)
3h layover in Warsaw (WAW)
(Airbus A320)
(Airbus A319)
3h 10m layover in London (LHR)
(Airbus A319)
(Airbus A319)
3h 30m layover in London (LHR)
(Airbus A319)
(Boeing 737-600)
3h 25m layover in Dublin (DUB)
(Airbus A320)
(Airbus A320 (Sharklets))
3h 40m layover in London (LHR)
(Airbus A319)
(Boeing 737-800 (Winglets))
3h 50m layover in Zurich (ZRH)
(Airbus A319)
(Airbus A320 (Sharklets))
3h 40m layover in London (LHR)
(Airbus A320)
(Boeing 737-700)
2h 50m layover in Alicante (ALC)
(Boeing 737-800 (Winglets))
2h 55m layover in Alicante (ALC)
(Airbus A320 (Sharklets))
4h 10m layover in London (LHR)
(Airbus A319)
(Airbus A320 (Sharklets))
4h 5m layover in London (LHR)
(Airbus A319)
(Airbus A320)
4h 10m layover in London (LHR)
(Airbus A319)
(Airbus A320)
4h 20m layover in London (LHR)
(Airbus A320)
(Airbus A321)
4h 25m layover in London (LHR)
(Airbus A320)
(Airbus A320 (Sharklets))
4h 50m layover in London (LHR)
(Airbus A320)
(Airbus A321)
5h layover in London (LHR)
(Airbus A320)
(Boeing 737-600)
5h layover in Dublin (DUB)
(Airbus A320)
Find cheap airfares for flights from Stockholm to Lisbon. Use Wegotravel.ca to search and compare low airfare airline tickets for Stockholm
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