Qlink Cobham 717s payload limited
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Qlink Cobham 717s payload limited
Heard this the other day. 717s out of CBR can't make BNE with holding fuel requirements and are doing tech stops enroute. Apparently Tamworth is the logical stop but ops have instructed the crew to land at Williamtown for gas. Go figure? Also leaving bags behind. Another ill conceived plan by those that don't understand performance verse obstacle gradients for a twin engine aircraft limited by second segment capability at relatively high density altitude airfield with a destination that is notorious for extended traffic delays. In other words not enough grunt!
Bottums Up
Apparently Tamworth is the logical stop but ops have instructed the crew to land at Williamtown for gas. Go figure?
- TW 12L/30R PCN 19/F/C/113 psi
- 717 ACN 35 to 19 158 psi tyres
- WLM 12/30 PCN 41/F/B/245 psi
Go figure.
Also leaving bags behind. Another ill conceived plan by those that don't understand performance verse obstacle gradients for a twin engine aircraft limited by second segment capability at relatively high density altitude airfield with a destination that is notorious for extended traffic delays. In other words not enough grunt!
If you limit your landcruiser to the same horsepower as a suzuki swift in an attempt to conserve fuel and costs, you probably won't tow much of a boat. In other words go back to Qlink management and ask why?
The aircraft is capable of lifting 125 pax bags + freight and hold for hrs out of Canberra.
I thought those big 21K engines would do the job
Last edited by RENURPP; 30th Dec 2013 at 22:06.
While you're talking 717s, is there any reason why you guys wouldn't be able to use rwy 14 in BNE when it is offered ? I've heard a couple of crews say they require 01.
In one instance, ATC said there would be a extra 6 min delay for 01.
In one instance, ATC said there would be a extra 6 min delay for 01.
Bottums Up
Hands up anyone who knows a Bean Counter who wouldn't analyse a route structure, only to find there's one aerodrome that would be limiting at the lowest power option, and not elect to go with the low power option to see how it pans out?
Bottums Up
Originally Posted by moa999
Given these 717s are secondhand and there aren't any new ones, isnt it just take them as they come.
Some lessors won't agree to the bigger engines, others will.
So what you're saying is Qlink have hired Aeropelican' commercial management team 
I have to say I don't think its unrealistic to have a look and see how it goes.
Qlink operate or will soon operate 5 717's 5 around canberra all with lower thrust, 13 with higher thrust everywhere else. The sectors are short, the runways are long, with Canberra being the exception for restricted weight the lower thrust may have been worth a try. I'm not sure how many times people or bags have been offloaded, I had one flight where we offloaded bags however that was due to a Dash going U/S and us taking their 50+ pax at late notice. Unfortunately that has happened on multiple occasions, maybe thats the reason?
Has anyone been via Williamtown?
In any case the aircraft is well and truly capable of doing the job and as CC said its an overnight adjustment with some manual changes, so if Qlink management determine its not viable as is, I suspect they will make a decision to change it.
It would be a case of how many days is the temp above the limit (34?) full load, holding at Brisbane etc. If that rarely happened then may work.
Qlink operate or will soon operate 5 717's 5 around canberra all with lower thrust, 13 with higher thrust everywhere else. The sectors are short, the runways are long, with Canberra being the exception for restricted weight the lower thrust may have been worth a try. I'm not sure how many times people or bags have been offloaded, I had one flight where we offloaded bags however that was due to a Dash going U/S and us taking their 50+ pax at late notice. Unfortunately that has happened on multiple occasions, maybe thats the reason?
Has anyone been via Williamtown?
In any case the aircraft is well and truly capable of doing the job and as CC said its an overnight adjustment with some manual changes, so if Qlink management determine its not viable as is, I suspect they will make a decision to change it.
It would be a case of how many days is the temp above the limit (34?) full load, holding at Brisbane etc. If that rarely happened then may work.
Last edited by RENURPP; 31st Dec 2013 at 02:22.
Changes to certified limits cost dollars as the manufacturers (not unlike some pilots) want a slice of any additional action. Maybe, just maybe, QLink have done the sums and decided it ain't worth the money but they're OK to bear any pain as a result.
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In that case Kevin, isn't the alternative proposition equally valid, manufacturers (like some pilots) don't get a slice of the action at lower certification limits.
Nicely crafted wind up Troo Believer!
They are well aware of how to operate these aircraft at high density altitudes, as they have been doing it for years. Unfortunately they are also aware of the cost (as opposed to the value) of 21k engines. Dollars win every time.
They are well aware of how to operate these aircraft at high density altitudes, as they have been doing it for years. Unfortunately they are also aware of the cost (as opposed to the value) of 21k engines. Dollars win every time.
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No, the physical dimensions are fine, same as the 737's I suspect, company requirement is the issue there.
737-800 is too heavy for 14/32. 56,000kgs from memory is their limit which is normally well below the average ZFW, let alone LW.
Capt Brush
Unless there is works on 01/19 which miraculously allowed the 56T limit to change to MLW for the 7378 recently.
It is now back to the 56T limit
All done with a pen and a need to solve a problem.
Unless there is works on 01/19 which miraculously allowed the 56T limit to change to MLW for the 7378 recently.
It is now back to the 56T limit
All done with a pen and a need to solve a problem.