Qlink Cobham 717s payload limited
Base Pay Rates
I know 0tto's question was for just the Cobham Captain base pay but I thought I'd give them all for anyone that is interested.
From the various agreements:
Cobham:
Captain
FY12/13: $155,000
FY13/14: $158,875
First Officer
FY12/13
1st year: $85,250
2nd year: $89,125
3rd year: $93,000
4th year: $93,000
5th year+: $100,750
FY13/14
1st year: $87,381
2nd year: $91,353
3rd year: $95,325
4th year: $95,325
5th year+: $103,269
Eastern (Regional Jet - Single Aisle):
FY12/13
Captain: $153,734
First Officer: $99,928
(Could not find data for FY13/14)
Sunstate (Regional Jet - Single Aisle):
FY12/13
Captain: $140,688
First Officer: $91,447
FY13/14
Captain: $144,908
First Officer: $94,190
From the various agreements:
Cobham:
Captain
FY12/13: $155,000
FY13/14: $158,875
First Officer
FY12/13
1st year: $85,250
2nd year: $89,125
3rd year: $93,000
4th year: $93,000
5th year+: $100,750
FY13/14
1st year: $87,381
2nd year: $91,353
3rd year: $95,325
4th year: $95,325
5th year+: $103,269
Eastern (Regional Jet - Single Aisle):
FY12/13
Captain: $153,734
First Officer: $99,928
(Could not find data for FY13/14)
Sunstate (Regional Jet - Single Aisle):
FY12/13
Captain: $140,688
First Officer: $91,447
FY13/14
Captain: $144,908
First Officer: $94,190
Last edited by Check_Thrust; 1st Jan 2014 at 21:45. Reason: Clarification that Eastern and Sunstate rates are for single aisle regional jet aircraft
Bottums Up
There is no way Ansett flew DC9s from CBR to BNE. It didn't have the range nor performance.
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True Bloggs but the 71 isn't the only aircraft that can be payload limited ex CBR, 727, DC9 from the distant past, 737 300/400 from more recent past. If the decision is made to upgrade to C engines I'd guess the problem will possibly be no more.
" jet like speeds", sorry couldn't let that one through to the keeper.
Wondering which jet is as slow as 360kts, the max cruise speed of the Q400?
Even the 146 would happily cruise at 400, most other jets are at least 100kts quicker than the Q400
Confucius say "props belong on boats"
Wondering which jet is as slow as 360kts, the max cruise speed of the Q400?
Even the 146 would happily cruise at 400, most other jets are at least 100kts quicker than the Q400
Confucius say "props belong on boats"
Bring back the 146, i don't recall it having severe payload restrictions ex-CBR in the summer!
For all its faults it could still uplift a decent payload off short strips.
For all its faults it could still uplift a decent payload off short strips.
I don't care if Cobham flies 717 s for Qlink but FFS put Cobham on the side of the aeroplane and tell the public.
How does a thread about weight limits on a type end up about pilot salaries. (Rhetorical question)
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Originally Posted by Troo Believer
I don't care if Cobham flies 717 s for Qlink but FFS put Cobham on the side of the aeroplane and tell the public.
The reality is that QantasLink is a single brand set up by Qantas. It's aircraft are owned by multiple entities and operated by multiple entities, some Qantas owned and at least one, not.
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From memory the SIDs in Canberra only included terrain clearance in the late eighties, by which time the DC9s had retired. On hot days the Nine mostly departed on 17 with a lot of tailwind.
When the new SIDs included terrain clearance requirements the payload on departure for all aircraft dropped significantly.
I would expect that that is why the Nine operated with a higher payload than the 717?
When the new SIDs included terrain clearance requirements the payload on departure for all aircraft dropped significantly.
I would expect that that is why the Nine operated with a higher payload than the 717?
If this problem is actually true doesn't QF run afoul of IATA rules in regard to a non stop flight. You cannot advertise and charge people for a non stop RPT flight if you have to keep making tech stops enroute because it is no longer 'non stop'.
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Ansett DC9's
I flew the 9 for Ansett in the early '80's till they were retired in '82. I cannot ever remember operating CBR-BNE in it. From memory all BNE flights ex CBR were via SYD. We operated plenty of CBR-MEL and CBR-SYD though. You have to remember back then (30 years ago) BNE was a backwater and the airport was Eagle Farm which was small and basic. There was nothing like the traffic today. I just don't think there was the demand for CBR to BNE direct; however I may be wrong.
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All this palaver is probably moot in the long run. I suspect a statistical analysis at the end of 12 months will probably find a relatively small percentage of flights couldn't carry the load on the day, and an even smaller percentage made tech stops. And then when the engines are made into Cs, the refrain will be "problem, what problem".
I pax'd on one of these birds last week. From where i was sitting, looked like every second seat pocket was missing/torn/half attached, unable to hold anything!! Due to short flight time, unable to use IFE.
Not just performance problems??
I dunno what the J class passengers get..
Not just performance problems??
I dunno what the J class passengers get..