Perth to London
If that was the case they'd reduce the payload, not cancel the flight!
Full tanks are full tanks, reducing payload/blocking seats doesn’t miraculously produce more fuel when the tanks are already full.
What I was implying, (perhaps a little too subtly), was that maybe with the enroute winds and TAF for arrival, full tanks was less than the min op fuel required, even with no pax/freight.
RD got it.
Last edited by Qanchor; 25th Jan 2019 at 04:52.
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It’s not a question of aircraft capability. It’s the fuel policy and also flight time limitations.
If both Heathrow and Gatwick are below CAT 1 visibility you cannot take advantage of the reduced alternate weather criteria.
Unsurprinsingly during winter it’s not uncommon for many airports to all be under CAT 1 visibility in the morning hours.
If both Heathrow and Gatwick are below CAT 1 visibility you cannot take advantage of the reduced alternate weather criteria.
Unsurprinsingly during winter it’s not uncommon for many airports to all be under CAT 1 visibility in the morning hours.
Thread Starter
It’s not a question of aircraft capability. It’s the fuel policy and also flight time limitations.
If both Heathrow and Gatwick are below CAT 1 visibility you cannot take advantage of the reduced alternate weather criteria.
Unsurprinsingly during winter it’s not uncommon for many airports to all be under CAT 1 visibility in the morning hours.
If both Heathrow and Gatwick are below CAT 1 visibility you cannot take advantage of the reduced alternate weather criteria.
Unsurprinsingly during winter it’s not uncommon for many airports to all be under CAT 1 visibility in the morning hours.
When you live....
Doesn't explain why it didn't depart though - the good ol'fashion rumour about a new flight planning software sounds pretty Qantas-like also.
I think we've already established that for QF9/10 to work - its LHR or LGW only due to the disruption factor of going elsewhere - departing for an alternate and betting the sheep station on an improvement is very different to departing better than CAT1 and running the risk of a deterioration to the point that no CAT3B is possible (I'm not a flyer for a living - out of curiosity, what are the rules if an airfield goes below CAT1 when enroute for a ULR flight? Must re-plan including fuel to an alternate - enough fuel to miss then divert or, if not enough for that, must divert?)
Doesn't explain why it didn't depart though - the good ol'fashion rumour about a new flight planning software sounds pretty Qantas-like also.
Doesn't explain why it didn't depart though - the good ol'fashion rumour about a new flight planning software sounds pretty Qantas-like also.
Last edited by cessnapete; 26th Jan 2019 at 10:44.
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