More Q400's for QF Link..
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Bloggs,
What I said was speed alone is not an issue. Turbo prop speed below ten, is "mostly" the same as jet speed I.e. 250 kits.
The speed differential is not there. If you throw speed into the "equation" then I agree, but speed alone is not.
What I said was speed alone is not an issue. Turbo prop speed below ten, is "mostly" the same as jet speed I.e. 250 kits.
The speed differential is not there. If you throw speed into the "equation" then I agree, but speed alone is not.
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Normasrs
The vitriol you expelled in you last post, is the type of rubbish that some "bitter and twisted" EAA captains are famous for in the Sydney crew room.
I am not about to plaster the dirty washing about it all over the internet. There is however another side to the story, and as somebody has already pointed out - the FOQA results of the time would beg to differ with your arguments.
I am not about to plaster the dirty washing about it all over the internet. There is however another side to the story, and as somebody has already pointed out - the FOQA results of the time would beg to differ with your arguments.
Last edited by BackdoorBandit; 3rd Aug 2010 at 00:03.
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Vitriol from down south
Normasars,
Your post is highly opinionated, inflammatory and has very little to do with fact.
I would consider actions like yours to be compared with the rotten apple in the barrel. That is being very tactful. What a load of crap would be closer to the truth.
As other recent posters have alluded to, some of the actions of your so called superior C&T members have raised quite a few issues recently.
Most of the EAA crew appear to be quite normal and decent.
Enough of the laundry in public.
Your post is highly opinionated, inflammatory and has very little to do with fact.
I would consider actions like yours to be compared with the rotten apple in the barrel. That is being very tactful. What a load of crap would be closer to the truth.
As other recent posters have alluded to, some of the actions of your so called superior C&T members have raised quite a few issues recently.
Most of the EAA crew appear to be quite normal and decent.
Enough of the laundry in public.
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Settle down guys. I was challenged to elaborate on this issue, and I have a right of reply. I exercised my right of reply. And BTW if you guys are so insecure and have to post it on the crewroom notice board, and think that my reply to an an annonymous thread on PPRune of all sites,will jeopardise the seniority list and all the other crap you are going on with, then you are childish.
This was not meant to slurr or insult anybody. Just the comments that were said around the place ABOUT 4 YEARS AGO. Correct, some of the senior guys down south are very ordinary, no arguments from me, and I know how difficult it has been made to operate a Dash8 compared to what it used to be like. It is not the science of rockets like they are making it.
However, I think that if you guys want to get personal with me then you are way off the mark. I was not getting personal, just stating a comment that I heard on more than a few occassions.
This was not meant to slurr or insult anybody. Just the comments that were said around the place ABOUT 4 YEARS AGO. Correct, some of the senior guys down south are very ordinary, no arguments from me, and I know how difficult it has been made to operate a Dash8 compared to what it used to be like. It is not the science of rockets like they are making it.
However, I think that if you guys want to get personal with me then you are way off the mark. I was not getting personal, just stating a comment that I heard on more than a few occassions.
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Normasars,
On failure rates, I can think of a few off the top of my head, but massive? Hardly. I think you are getting a bit carried away regarding 'these people' there mate! You also appear to have conflated the idea of the odd upgrade difficulty with a general pushback regarding the cultural change enforced on the northerners. They are not the same issue, and you have unnecessarily inflamed the discussion by allowing yourself the indulgence of linking the two. I asked you for factual detail on 'the problems that were encountered with the introduction of the Q400', not a ‘comment I heard on more than a few occasions’.
The point I am drawing you to is this: There may well be a few reasons why EAA/SSA may not be tasked to introduce a regional jet to the QF Group, but a lack of capacity to deal with ‘problems’ is not one of them.
During the course of the Q400 introduction, there were in fact many ‘problems’ to overcome. Think GFC, crew shortages, unprecedented route expansion, maddening mechanical teething troubles, and yes, some crew upgrades, to name a few. All crew and flight ops staff were pushed beyond their comfort zone, and ultimately the organization was transformed. For better or worse, it is a very different EAA/SSA group that fly the line today. It may not be the relaxed environment it once was, but a few things are certain: It is very capable, very compliant and an organisation of the highest calibre.
And most importantly, the problems were largely solved. In fact the organisation has been so successful in introducing the new type that the Q400 is now the sustaining fleet. There it is, out there every day, paying our wages, growing our network, growing jobs for new pilots, cabin crew and support staff.
The sheer number of Q400 movements out of BN alone on a daily basis should establish at least one very clear point in your head: This organization now has a demonstrated track record of capably introducing a relatively complex new type across the network, over a relatively short timeframe.
I'll let you count up the reasons why
but I assure you it won’t be because EAA/SSA can’t deal with the ‘problems’.
Kingswood.
On failure rates, I can think of a few off the top of my head, but massive? Hardly. I think you are getting a bit carried away regarding 'these people' there mate! You also appear to have conflated the idea of the odd upgrade difficulty with a general pushback regarding the cultural change enforced on the northerners. They are not the same issue, and you have unnecessarily inflamed the discussion by allowing yourself the indulgence of linking the two. I asked you for factual detail on 'the problems that were encountered with the introduction of the Q400', not a ‘comment I heard on more than a few occasions’.
The point I am drawing you to is this: There may well be a few reasons why EAA/SSA may not be tasked to introduce a regional jet to the QF Group, but a lack of capacity to deal with ‘problems’ is not one of them.
During the course of the Q400 introduction, there were in fact many ‘problems’ to overcome. Think GFC, crew shortages, unprecedented route expansion, maddening mechanical teething troubles, and yes, some crew upgrades, to name a few. All crew and flight ops staff were pushed beyond their comfort zone, and ultimately the organization was transformed. For better or worse, it is a very different EAA/SSA group that fly the line today. It may not be the relaxed environment it once was, but a few things are certain: It is very capable, very compliant and an organisation of the highest calibre.
And most importantly, the problems were largely solved. In fact the organisation has been so successful in introducing the new type that the Q400 is now the sustaining fleet. There it is, out there every day, paying our wages, growing our network, growing jobs for new pilots, cabin crew and support staff.
The sheer number of Q400 movements out of BN alone on a daily basis should establish at least one very clear point in your head: This organization now has a demonstrated track record of capably introducing a relatively complex new type across the network, over a relatively short timeframe.
I'll let you count up the reasons why
'Sunstate and/or Eastern well NEVER operate jet equipment'
Kingswood.
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I think what Normas was trying to elude to was the CULTURAL differences encountered in the change, along with some procedural changes. Having flown out of SS base, I know what a great bunch of guys and girls they are. The changes , I believe, were massive and were possibly not handled that well by EAA, at the end of the day - its their train set....................We went through it in Melb with the same problems, we didn't like the metal bar approach either, and change is always difficult - more than anything its ATTITUDE...................on both sides.
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One of the big problems is that management don't think Sunstate/Eastern.
They see Qantaslink as one company with 2 AOC's, but the pilots are employed by either Sunstate or Eastern. There is one management stream, the chief pilot holds both AOC's, The training manager holds both CAR 217 approvals. Pilots on the Q400 which is on the Sunstate AOC are either employed by Sunstate or Eastern. The Sunstate pilots, (Cairns, Brisbane bases) are on a Sunstate seniority list and the Eastern pilots, (Sydney, Melbourne, Mildura bases) are on the Eastern seniority list. For a pilot in Brisbane to move to Melbourne for example he/she would have to resign from Sunstate and be rehired by Eastern.
They see Qantaslink as one company with 2 AOC's, but the pilots are employed by either Sunstate or Eastern. There is one management stream, the chief pilot holds both AOC's, The training manager holds both CAR 217 approvals. Pilots on the Q400 which is on the Sunstate AOC are either employed by Sunstate or Eastern. The Sunstate pilots, (Cairns, Brisbane bases) are on a Sunstate seniority list and the Eastern pilots, (Sydney, Melbourne, Mildura bases) are on the Eastern seniority list. For a pilot in Brisbane to move to Melbourne for example he/she would have to resign from Sunstate and be rehired by Eastern.
Is QantasLink getting Business Class?
Bombardier Regional Aircraft Surpass Fuel Economy Estimates
Boosting economics a plus for airlines
CRJ1000 NextGen aircraft achieving four per cent better fuel consumption and six per cent greater range than estimated; operators reporting 99.9 per cent schedule completion rate and 99.4 per cent dispatch reliability
Bombardier to deliver up to 1.5 per cent additional fuel burn improvements for Q400 aircraft; new dual-class configuration, drop-down oxygen system and Space-Based Augmentation System (SBAS) available
Toronto - Bombardier Aerospace confirmed today that the CRJ1000 NextGen regional jet and Q400 turboprop airliner are both achieving better than expected fuel burn, rewarding operators with additional cost savings.
CRJ1000 NextGen regional jet
The CRJ1000 NextGen aircraft is achieving a mission fuel consumption rate that is 4 per cent better than estimated. The additional savings in fuel burn results in an average annual savings of approximately $220,000 US per aircraft. The improved fuel burn also directly results in a four per cent reduction in carbon dioxide emissions, equivalent to an average reduction of nearly 700 tons of greenhouse gases per aircraft, each year.
"The CRJ1000 NextGen aircraft is delighting launch customers Air Nostrum and Brit Air by delivering beyond expectations and proving to be a sound investment," said Gary R. Scott, President, Bombardier Commercial Aircraft. "The CRJ1000 NextGen aircraft truly achieves the lowest cash operating cost per mile for operators in its market segment, while delivering extra range, exceptional reliability and a greener footprint."
The CRJ1000 NextGen aircraft is also achieving six per cent greater range than previously advertised, providing additional operational flexibility.
Since the aircraft's entry into service in December 2010, Brit Air and Air Nostrum are both reporting the excellent passenger appeal and very high reliability of the CRJ1000 NextGen aircraft, as shown by their scheduled completion rate of 99.9 per cent and the aircraft's 99.4 per cent dispatch reliability.
Brit Air has ordered 14 CRJ1000 NextGen aircraft, while Air Nostrum has ordered 35. Introduced specifically to meet the needs of growing regional airlines for jets with up to 100 seats, the CRJ1000 NextGen regional jet offers superior economics, low operating costs and proven cabin comfort. The aircraft is the optimized solution in the regional airline industry for medium-haul route applications, particularly for the replacement of older-generation single-aisle aircraft in thin markets.
Q400 turboprop
For operators of the Q400 turboprop, there is also good news; Bombardier is on target to deliver up to 1.5 per cent in additional fuel burn improvements, along with the two per cent improvement already achieved during high-speed cruise. The better fuel economy comes at no additional expense to operators.
"The Q400 turboprop continues to deliver the best overall operating economics in its market segment, and Bombardier is providing continuous improvements to the aircraft's product offering, including a new business-class configuration, enhanced navigation systems and a drop-down oxygen system to further extend the operational capabilities of the aircraft," added Mr. Scott.
To give operators more flexibility, Bombardier confirmed today that it is offering a new dual-class configuration for the Q400 NextGen aircraft. Later this year, Bombardier will deliver the first Q400 NextGen aircraft with a business-class section, featuring three-abreast seating for premium service and comfort. The launch customer for the new cabin offering will be announced at a later date. This new dual-class cabin configuration will also be available as a retrofit for in-service aircraft.
Bombardier completed the development of an optional drop-down oxygen system for the Q400 NextGen aircraft in December 2010 to further extend the operational capabilities of the aircraft. The system can provide up to 22 minutes of emergency oxygen and has been ordered by customers that fly over mountain ranges for extended periods of time.
To support greater efficiency in the use of airspace and allow for shorter routings, additional fuel efficiencies, better obstacle clearance and avoidance of noise-sensitive areas, Bombardier is on track to complete its performance-based Required Navigation Performance (RNP APCH) program for the Q400 NextGen aircraft later this year. The RNP APCH capability will be provided as an optional feature and is in accordance with the ICAO performance-based navigation (PBN) manual. Updated capability statements will be provided in the Aircraft Flight Manual (AFM).
In addition, together with launch-customer Japan Air Commuter, Bombardier has developed a Space-Based Augmentation System (SBAS) option for the Q400 NextGen aircraft. SBAS, also referred to as Wide Area Augmentation System (WAAS) in North America, provides greater navigation capabilities, less reliance on ground-based navigation aids and the potential for more efficient air routes, resulting in both time and fuel cost savings.
Optimized for short-haul operations, the "comfortably greener," 70- to 80-seat Q400 NextGen aircraft, manufactured at Bombardier Aerospace's Toronto facility, provides an ideal balance of passenger comfort and operating economics with a reduced environmental footprint. Bombardier has booked firm orders for a total of 408 Q400 and Q400 NextGen aircraft, and as of January 31, 2011, 344 had been delivered. Q400 and Q400 NextGen aircraft are in service with more than 30 operators worldwide and have logged more than 2.7 million flighthours and over 3 million landing and take-off cycles.
Source : Bombadier Aerospace
Published on ASDNews: May 20, 2011
Boosting economics a plus for airlines
CRJ1000 NextGen aircraft achieving four per cent better fuel consumption and six per cent greater range than estimated; operators reporting 99.9 per cent schedule completion rate and 99.4 per cent dispatch reliability
Bombardier to deliver up to 1.5 per cent additional fuel burn improvements for Q400 aircraft; new dual-class configuration, drop-down oxygen system and Space-Based Augmentation System (SBAS) available
Toronto - Bombardier Aerospace confirmed today that the CRJ1000 NextGen regional jet and Q400 turboprop airliner are both achieving better than expected fuel burn, rewarding operators with additional cost savings.
CRJ1000 NextGen regional jet
The CRJ1000 NextGen aircraft is achieving a mission fuel consumption rate that is 4 per cent better than estimated. The additional savings in fuel burn results in an average annual savings of approximately $220,000 US per aircraft. The improved fuel burn also directly results in a four per cent reduction in carbon dioxide emissions, equivalent to an average reduction of nearly 700 tons of greenhouse gases per aircraft, each year.
"The CRJ1000 NextGen aircraft is delighting launch customers Air Nostrum and Brit Air by delivering beyond expectations and proving to be a sound investment," said Gary R. Scott, President, Bombardier Commercial Aircraft. "The CRJ1000 NextGen aircraft truly achieves the lowest cash operating cost per mile for operators in its market segment, while delivering extra range, exceptional reliability and a greener footprint."
The CRJ1000 NextGen aircraft is also achieving six per cent greater range than previously advertised, providing additional operational flexibility.
Since the aircraft's entry into service in December 2010, Brit Air and Air Nostrum are both reporting the excellent passenger appeal and very high reliability of the CRJ1000 NextGen aircraft, as shown by their scheduled completion rate of 99.9 per cent and the aircraft's 99.4 per cent dispatch reliability.
Brit Air has ordered 14 CRJ1000 NextGen aircraft, while Air Nostrum has ordered 35. Introduced specifically to meet the needs of growing regional airlines for jets with up to 100 seats, the CRJ1000 NextGen regional jet offers superior economics, low operating costs and proven cabin comfort. The aircraft is the optimized solution in the regional airline industry for medium-haul route applications, particularly for the replacement of older-generation single-aisle aircraft in thin markets.
Q400 turboprop
For operators of the Q400 turboprop, there is also good news; Bombardier is on target to deliver up to 1.5 per cent in additional fuel burn improvements, along with the two per cent improvement already achieved during high-speed cruise. The better fuel economy comes at no additional expense to operators.
"The Q400 turboprop continues to deliver the best overall operating economics in its market segment, and Bombardier is providing continuous improvements to the aircraft's product offering, including a new business-class configuration, enhanced navigation systems and a drop-down oxygen system to further extend the operational capabilities of the aircraft," added Mr. Scott.
To give operators more flexibility, Bombardier confirmed today that it is offering a new dual-class configuration for the Q400 NextGen aircraft. Later this year, Bombardier will deliver the first Q400 NextGen aircraft with a business-class section, featuring three-abreast seating for premium service and comfort. The launch customer for the new cabin offering will be announced at a later date. This new dual-class cabin configuration will also be available as a retrofit for in-service aircraft.
Bombardier completed the development of an optional drop-down oxygen system for the Q400 NextGen aircraft in December 2010 to further extend the operational capabilities of the aircraft. The system can provide up to 22 minutes of emergency oxygen and has been ordered by customers that fly over mountain ranges for extended periods of time.
To support greater efficiency in the use of airspace and allow for shorter routings, additional fuel efficiencies, better obstacle clearance and avoidance of noise-sensitive areas, Bombardier is on track to complete its performance-based Required Navigation Performance (RNP APCH) program for the Q400 NextGen aircraft later this year. The RNP APCH capability will be provided as an optional feature and is in accordance with the ICAO performance-based navigation (PBN) manual. Updated capability statements will be provided in the Aircraft Flight Manual (AFM).
In addition, together with launch-customer Japan Air Commuter, Bombardier has developed a Space-Based Augmentation System (SBAS) option for the Q400 NextGen aircraft. SBAS, also referred to as Wide Area Augmentation System (WAAS) in North America, provides greater navigation capabilities, less reliance on ground-based navigation aids and the potential for more efficient air routes, resulting in both time and fuel cost savings.
Optimized for short-haul operations, the "comfortably greener," 70- to 80-seat Q400 NextGen aircraft, manufactured at Bombardier Aerospace's Toronto facility, provides an ideal balance of passenger comfort and operating economics with a reduced environmental footprint. Bombardier has booked firm orders for a total of 408 Q400 and Q400 NextGen aircraft, and as of January 31, 2011, 344 had been delivered. Q400 and Q400 NextGen aircraft are in service with more than 30 operators worldwide and have logged more than 2.7 million flighthours and over 3 million landing and take-off cycles.
Source : Bombadier Aerospace
Published on ASDNews: May 20, 2011
Join Date: Mar 2002
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yeah that would be PX,
PX Q400s have 2 toilets, Arik in Africa also have 2 toilet configs as our third aircraft was originally built for them but they never paid for it.
The PX "business class" is still 4 abreast seating with slightly greater pitch and a cabin divider.
All of them have hot ovens in the galley.
The PX "business class" is still 4 abreast seating with slightly greater pitch and a cabin divider.
All of them have hot ovens in the galley.
2nd bog rh rear in front of service door.
They are also doing the enhanced nav upgrades, latest aircraft has it already and next 2 soon.
Dual UNS-1EWs from build but upgrade adds functionality. Mainly to do with VNAV profiles and curved approachs etc. Also adds stuff you find in real FMSs like selected alt predictors, better display of fixes.
They are also doing the enhanced nav upgrades, latest aircraft has it already and next 2 soon.
Dual UNS-1EWs from build but upgrade adds functionality. Mainly to do with VNAV profiles and curved approachs etc. Also adds stuff you find in real FMSs like selected alt predictors, better display of fixes.
