Rex buying 25 new A/C ????
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Which of the 340's can operate via ground power?
I agree that there is no APU. Would Rex shell out big bickies to supply gnd pwr at say Coober Pedy or Ceduna or just keep it at the capitals, a thought which was given high level consideration back in the Kendell days, especially in Adelaide summers and Canberra winters.
Rock On!
I agree that there is no APU. Would Rex shell out big bickies to supply gnd pwr at say Coober Pedy or Ceduna or just keep it at the capitals, a thought which was given high level consideration back in the Kendell days, especially in Adelaide summers and Canberra winters.
Rock On!
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[quote=Meeb;2882807]I can think of many things to call a Saab 340... advanced ain't one of them though.... 
Please elaborate?
I hardly think that a regional airliner really needs BS like an APU - much rather it needs to be efficient and ergonomically designed - unlike some of it's rivals.
Please elaborate?
I hardly think that a regional airliner really needs BS like an APU - much rather it needs to be efficient and ergonomically designed - unlike some of it's rivals.
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much rather it needs to be efficient and ergonomically designed - unlike some of it's rivals.
Efficiency can be counted in many ways, mainly price and these Saabs are very cheap, tells you something eh...?
As for 'ergonomically designed', have you ever travelled on one as pax? If you had you would not be saying that....
Maybe the -8 is more expensive, but its a superior product by a country mile...
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Never let me down yet, reliable as. and the turbo one pisses on any BMW or Holden in terms of handling, acceleration and style. Don't know what you mean by the Fiat bit? You don't see rusty Saab's.
You must have plenty of dough to keep 'em on the road, mate
Apologies for me about to send this thread over West for a second, but I hear the blue and yellow mob's "new" Dash 300s do not have an APU either!
Now surely both REX and the blue and yellow mob would know the value of an APU, not too many minesites out here have ground power, but their are a few exceptions, and listening to what's being said here it seems it is true with some of the strips REX flys into.
Why would Rex need a GPU anyway, they leavit up to the contractors at out ports to buy so the expendiature is off their balance sheet.
Besides,allways lots of 2nd hand Hobart GPU's for sale in aviation trader for around 10 grand.
Besides,allways lots of 2nd hand Hobart GPU's for sale in aviation trader for around 10 grand.
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Meeb says;
With a fleet of 30 inferior, uneconomic and uncomfortable Saab 340 aircraft, how an earth do REX achieve;
I can think of many things to call a Saab 340... advanced ain't one of them though....
Efficiency can be counted in many ways, mainly price and these Saabs are very cheap, tells you something eh...?
As for 'ergonomically designed', have you ever travelled on one as pax? If you had you would not be saying that...
As for 'ergonomically designed', have you ever travelled on one as pax? If you had you would not be saying that...
Rex Group Profits Leap 140%
Friday, 15 September 2006
On 13 September, Regional Express Holdings Limited (Rex) announced the Group's results for the full Financial Year to 30 June 2006. The highlights of which are outlined below:
Revenue increased by 20% to $174 million
Passenger numbers increased by 15% to 1.2 million
Profit after tax increased by 141% to $15.7 million
Cash holdings increased from $4 million to $23 million without any interest-bearing debt
Returns on assets of 15.7%
Rex Group Profits Leap 140%
Friday, 15 September 2006
On 13 September, Regional Express Holdings Limited (Rex) announced the Group's results for the full Financial Year to 30 June 2006. The highlights of which are outlined below:
Revenue increased by 20% to $174 million
Passenger numbers increased by 15% to 1.2 million
Profit after tax increased by 141% to $15.7 million
Cash holdings increased from $4 million to $23 million without any interest-bearing debt
Returns on assets of 15.7%
Rex Group Profits Leap 140%
Gidday Bush Mechanic.
Unfortunately comparing the Saab340 with the 2000 is a little like apples and oranges.
The 2000 was a truly next generation aircraft. It incorporates many of the features one would expect to find even on a new build aircraft today! FADEC, Full modern EFIS, Much simplified systems, first class ergonomics to name but a few. As well as this, real 31,000 feet ceilings and a TAS of around 370 kts!
These differences meant that it could not be simply compared to it's ancestors the 340A & 340B.
A Saab 340C was in the works. This 34 seat Cousin of the original Saab's would have had all the advanced features, and very importantly a common type endorsement of the 2000! Now that would have been a fantastic fleet mix.
Ultimately, the reason for the 2000's commercial failure was that it was born into a world of 50 seat regional jets. Despite superior field performance, and far better operating economies, and very competitive point to point times over 300 mile sectors, it could not however compete with it's sexier and propellor less rivals in the European and North American markets.
The 340C was stillborn, and Saab ceased building regional turboprops. a crying shame.
Unfortunately comparing the Saab340 with the 2000 is a little like apples and oranges.
The 2000 was a truly next generation aircraft. It incorporates many of the features one would expect to find even on a new build aircraft today! FADEC, Full modern EFIS, Much simplified systems, first class ergonomics to name but a few. As well as this, real 31,000 feet ceilings and a TAS of around 370 kts!
These differences meant that it could not be simply compared to it's ancestors the 340A & 340B.
A Saab 340C was in the works. This 34 seat Cousin of the original Saab's would have had all the advanced features, and very importantly a common type endorsement of the 2000! Now that would have been a fantastic fleet mix.
Ultimately, the reason for the 2000's commercial failure was that it was born into a world of 50 seat regional jets. Despite superior field performance, and far better operating economies, and very competitive point to point times over 300 mile sectors, it could not however compete with it's sexier and propellor less rivals in the European and North American markets.
The 340C was stillborn, and Saab ceased building regional turboprops. a crying shame.
Hmmm!
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There was also the unfortunate issue of the power assisted elevator (or was it the elevator trim?). The original design showed borderline figures to gain certification and instead of building it into the prototype, they went the cheap quick way to beat the jets into production with unfortunate pitch loads showing up during testing. A head or two rolled, and the delay modifying and certifying the new trim system cost them about a year during which the RJs appeared.
