146 to go....in comes the 717
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What is the average basic operating weight of the 717?
How much fuel can it carry with 115 pax and bags?
Last question, what are the figures for a wet RWY, either at Max Wt or for 2400m available?
Thanks.
How much fuel can it carry with 115 pax and bags?
Last question, what are the figures for a wet RWY, either at Max Wt or for 2400m available?
Thanks.
bloggsy,
my search of qantas.com could only reveal the one current per-knx-per schedule, i believe there were two but was one not discontinued after the dry season ended?
my search of qantas.com could only reveal the one current per-knx-per schedule, i believe there were two but was one not discontinued after the dry season ended?
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Air frieght has never recovered since Ansetts demise and Aust. Post and Patricks are getting together to biuld an operation to cover their requirements.
I hear there will still be jobs for the 146 pilots. The remaining Ansett operation ( Melb. Facility) has signed a contract to take on 7 X 146 freighters and a number of 757s',
Their Engineering requirements will be cover by the remaining Engineers and facility, which is quite substantial and definately capable to operate out of Melbourne Base.
Jobs all around, you've got to be happy about that.
I hear there will still be jobs for the 146 pilots. The remaining Ansett operation ( Melb. Facility) has signed a contract to take on 7 X 146 freighters and a number of 757s',
Their Engineering requirements will be cover by the remaining Engineers and facility, which is quite substantial and definately capable to operate out of Melbourne Base.
Jobs all around, you've got to be happy about that.
Prof. Airport Engineer
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James4th,
Thanks for that info for the 40 oC day. The extra heat starts to bite into the takeoff performance. The weights you quoted above are a little different to those I have, and when I rechecked the Boeing site, they have updated the 717 airport performance manuals.
(I wonder if they tamed the performance down after watching CapnBloggs video)
For the basic 717-200 - not the heavy gross weight version - the latest figures are changed minusculy to reflect rounding errors:
MTOW 51,709 kgs (there are 5 weights quoted, but this is the most common weight and the one that the Australian aircraft are all registered to):
MZFW=43,545
MDLW 46,269
max fuel 11,163
James4th - you had:
B717 MTOW= 53,500 kgs
MZFW= 45,500
MLDW= 49,900
Max Fuel= 11,200 (cold wx)
Your MZFW and MLDW weights are similar to the HGW version with its MTOW of 54,884 and the fuel is that of the basic version without the optional tanks of 2,218 kgs. Is this because you're quoting an airline specific aircraft with only some of the optional extras?
The Boeing takeoff data charts changed as well. For the 18,500lb engines, which are ones that Jetstar have, the new charts say it needs 2100m (and not 1850m as I wrote earlier) on a 30oC day at MTOW, dry, zero wind and a/c off.
Capt Basil Brush: on a wet runway, the new charts say it needs 1980m at 30 oC and MTOW. The wet runway t/o length is normally more than dry runway, but for the 717-200 it seems not ! I don't know why this is so - flaps? Operating empty weight is quoted as 30,617kgs (quoted as typical weight for a/c equipped for 106 pax). It can carry a maximum of 11,163 kgs fuel in the standard tanks, but only about 9,124 kgs with 115 pax and bags on board, nil freight.
The BME runway length is still OK for MTOW takeoff at 30oC, and using James4th's data, it is OK up to 40 oC. But at KUN, the 1850m runway on a 30 oC day will only allow 48,000kgs TOW with the new charts, and that is just only enough to get 115 pax across to Broome (where they can gladden Walley2's heart by filling up before flying to Perth).
Thanks for that info for the 40 oC day. The extra heat starts to bite into the takeoff performance. The weights you quoted above are a little different to those I have, and when I rechecked the Boeing site, they have updated the 717 airport performance manuals.
(I wonder if they tamed the performance down after watching CapnBloggs video)
For the basic 717-200 - not the heavy gross weight version - the latest figures are changed minusculy to reflect rounding errors:
MTOW 51,709 kgs (there are 5 weights quoted, but this is the most common weight and the one that the Australian aircraft are all registered to):
MZFW=43,545
MDLW 46,269
max fuel 11,163
James4th - you had:
B717 MTOW= 53,500 kgs
MZFW= 45,500
MLDW= 49,900
Max Fuel= 11,200 (cold wx)
Your MZFW and MLDW weights are similar to the HGW version with its MTOW of 54,884 and the fuel is that of the basic version without the optional tanks of 2,218 kgs. Is this because you're quoting an airline specific aircraft with only some of the optional extras?
The Boeing takeoff data charts changed as well. For the 18,500lb engines, which are ones that Jetstar have, the new charts say it needs 2100m (and not 1850m as I wrote earlier) on a 30oC day at MTOW, dry, zero wind and a/c off.
Capt Basil Brush: on a wet runway, the new charts say it needs 1980m at 30 oC and MTOW. The wet runway t/o length is normally more than dry runway, but for the 717-200 it seems not ! I don't know why this is so - flaps? Operating empty weight is quoted as 30,617kgs (quoted as typical weight for a/c equipped for 106 pax). It can carry a maximum of 11,163 kgs fuel in the standard tanks, but only about 9,124 kgs with 115 pax and bags on board, nil freight.
The BME runway length is still OK for MTOW takeoff at 30oC, and using James4th's data, it is OK up to 40 oC. But at KUN, the 1850m runway on a 30 oC day will only allow 48,000kgs TOW with the new charts, and that is just only enough to get 115 pax across to Broome (where they can gladden Walley2's heart by filling up before flying to Perth).
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Your questions are good and yes you are correct AAe (Qantas) and A/Post do have agreement ...AT THE MOMENT....but things change. And I believe there are going to be a few 146's out of service in the west shortly. And between you and me I think I pointed out that there is a large, fully serviced Maint. Facility in Melb. looking for work and it is not beyond their expertise to modify an aircraft design.
I think you will remember that the first of the Wombat fleet were originally L188 pax a/c and VH-RMX was also a Pax config before being modified under the watch full eye of Ansett Engineering.
Who knows this may even get Federal Government backing. There aren't too many companies carrying out this modification and if an Aust. Company were to attract overseas dollars then it could only be good for Aus. Since the demise of the Government Aircraft Factory we haven't ventured into aircraft manufacture or design, the timing could be right ????????
I think you will remember that the first of the Wombat fleet were originally L188 pax a/c and VH-RMX was also a Pax config before being modified under the watch full eye of Ansett Engineering.
Who knows this may even get Federal Government backing. There aren't too many companies carrying out this modification and if an Aust. Company were to attract overseas dollars then it could only be good for Aus. Since the demise of the Government Aircraft Factory we haven't ventured into aircraft manufacture or design, the timing could be right ????????
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Thrust to weight ratio almost identical for the 717-200 and the 146-100, the 71 slightly ahead with 1.34 vs 1.38.
So, an honest question.....is the 717 a slug also
( temp. ratings not withstanding, of course )
So, an honest question.....is the 717 a slug also
( temp. ratings not withstanding, of course )
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Capt Basil -
The ex-TWA aircraft only ever had one oven. The remainder of the fleet was recently reconfigured from 3 ovens to one. So they could do J class but the press release says it will be all-Y.
The ex-TWA aircraft only ever had one oven. The remainder of the fleet was recently reconfigured from 3 ovens to one. So they could do J class but the press release says it will be all-Y.
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Cunning linguist, at an average cruise of .78 up to realistically .81 with a ceiling of 37000 and a max of about 54.5 tonnes i think its obvious its more of a sportscar than a slug. Thankfully it still has the beautifull handiling qualities of the DC9. Just with more power.
DM
DM
CMon you guys! The nose is downright ugly, and the rear end is typical yank: mods everywhere just to keep it straight! Wot's that lump on the fin: my TV/Foxtel/Sat Phone aerial?!
Might be nice to fly but it sure aint pretty to look at.
Might be nice to fly but it sure aint pretty to look at.
