JQ reaches new heights, just not today.
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JQ reaches new heights, just not today.
JQ operating a 321 today VH-VWX MEL-SYD-MEL at FL270 up and FL280 back while all other jet traffic is sitting happy between FL340 and FL390 either way. Flights also delayed due "Engineering". Problems with pressurisation?
Yeah they just decided to go without it.
What a stupid effing question and who really gives a toss
By the way, they can fly at whatever level they want. Maybe they wanted to go faster.
What a stupid effing question and who really gives a toss
By the way, they can fly at whatever level they want. Maybe they wanted to go faster.
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Maybe they legally dispatched with a Pack or a Bleed under the MEL and were required to follow an Ops procedure?!
Nothing to report - move on please
(You can fly all the way to Europe or the US with a pack U/S under the MEL - even at FL310)
There are a number of reasons why one would choose to fly in the high 20’s in a jet. None of them really warrant discussion other than out of curiosity. The crew had reasons, safety wasn’t compromised, move on.
P.S. FL280 and below are non-RVSM levels.
P.S. FL280 and below are non-RVSM levels.
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A fair question and an opportunity for those with the systems knowledge to share the possible reasons with an interested party. Nothing top secret - things happen in aviation and there are ways to get the pax where they want to go with minimal reduction in safety and ultimately the pilot gets paid.
Went ADL- PER at 240 one day - made up an hour on 390 plan, onward service SIN back on schedule. Had an early beer and no one asked any questions.
Went ADL- PER at 240 one day - made up an hour on 390 plan, onward service SIN back on schedule. Had an early beer and no one asked any questions.
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.. So I've heard.
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Though by definition, below 15000, green dot is calculated exactly the same as the CEO family (however limited to 250 kts below 10000’ from memory), the upper level calculation differs. However theoretically Vls still maintains 1.28 VS, the picture on the PFD is fundamentally different.
I believe this is due to the redesigned wing root. Allows higher flight with the more powerful engines while not limiting the aircraft aerodynamically. You run out of thrust before you run out of wing.
Last edited by Bula; 27th Apr 2024 at 02:07.
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I’m just commenting on what I read from your tech department that they are encouraging you guys to fly at OPT and not fear. No fuel savings from the NEO flying 2-4000’ below OPT.
FL320 = 6.15 kg/nm
FL300 = 6.188 kg/nm
FL280 = 6.294 kg/nm
Just because it’s less than 100kg, doesn’t mean there isn’t a fuel saving.
Then you select Mach. Say 0.79
FL320 = 6.275 kg/nm
FL300 = 6.33 kg/nm
FL280 = 6.53 kg/nm
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You’ll need to save that 100kg for when you rock up to your bay and have to wait 10 minutes for a marshaller and then another 100kg because no-one bothered to plug in ground power.
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Yea, but you get there quicker :-)
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No fuel savings from the NEO flying 2-4000’ below OPT.
A321 NEO 94t ISA OPT FL320 CI = 10
FL320 = 6.15 kg/nm
FL300 = 6.188 kg/nm
FL280 = 6.294 kg/nm
FL320 = 6.15 kg/nm
FL300 = 6.188 kg/nm
FL280 = 6.294 kg/nm
So over 1000nm if will cost you 144kg to go 4,000’ lower? Who cares, I wasted that today waiting for ground power with the engines running and no APU. Not to mention the 400kg I wasted at the holding point in Sydney a couple of months ago waiting to be released due to a noise movement quota for departures.
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