Qantas A330's and B777's
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Qantas A330's and B777's
Have heard the rumour today that QF is deferring delivery on new A330's (which is probably old news) and contemplates leasing B777's from Cathay that has them sitting around doing nothing.
Anyone heard anything similar?
Anyone heard anything similar?
Evertonian
Nope!
But whilst we're on the subject of the QF A330's, does anyone know if they are still prone to "shimmying" down the back? Are the FA's still getting airsick??
But whilst we're on the subject of the QF A330's, does anyone know if they are still prone to "shimmying" down the back? Are the FA's still getting airsick??
Props are for boats!
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Buster,
Funny you bring that up. I think Airbuses have ashimmying problem on taxi on alot of their Big Jets. The A310 s Ive been on as pax do and also the A340-300s that Ive been on as well, A320 is ok though. Why is this any Airbus guys give us the answer?
Regrds
Sheep
Funny you bring that up. I think Airbuses have ashimmying problem on taxi on alot of their Big Jets. The A310 s Ive been on as pax do and also the A340-300s that Ive been on as well, A320 is ok though. Why is this any Airbus guys give us the answer?
Regrds
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Ra Ta - the schedules will be back to normal , yes , but 1500 or so jobs less.
A calculated ploy by management to "rationalise" the workforce using a slight downturn as an excuse , knowing full well that things would return to normal at some stage.
A calculated ploy by management to "rationalise" the workforce using a slight downturn as an excuse , knowing full well that things would return to normal at some stage.
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A330-300s to be fitted with new skybeds.
If you look at the IATA schedule conference schedules, it confirms that A330-200s will be exclusively (or almost exclusively) on trans-tasman.
If you look at the IATA schedule conference schedules, it confirms that A330-200s will be exclusively (or almost exclusively) on trans-tasman.
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Buster
I would be interested in hearing more about "shimmy down the back"
I believe it used to be said privately by Boeing Engineers that the limiting factor in the design of A/C larger than the 74 was the lateral pendulum effect. Is this what you are referring to?
I would be interested in hearing more about "shimmy down the back"
I believe it used to be said privately by Boeing Engineers that the limiting factor in the design of A/C larger than the 74 was the lateral pendulum effect. Is this what you are referring to?
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Hey Guys
I can confirm the A330 does have a "Shimmy prob" down the back. I have flown on this AC many times now and feel sick just thinking about it. I have flown on many AC types and have never had a prob but this is the first aircraft that I have physcially been sick on (and no Im not pregnant). The solution work up the front.
I can confirm the A330 does have a "Shimmy prob" down the back. I have flown on this AC many times now and feel sick just thinking about it. I have flown on many AC types and have never had a prob but this is the first aircraft that I have physcially been sick on (and no Im not pregnant). The solution work up the front.
Evertonian
Spotlight.
I can't even pretend to be that technically minded!
This subject was mentioned to me by one of the QF gingerbeers quite early in the deployment. His comments were much the same as Galley hags, that being that the crews were complaining, along with the punters....
I can't even pretend to be that technically minded!
This subject was mentioned to me by one of the QF gingerbeers quite early in the deployment. His comments were much the same as Galley hags, that being that the crews were complaining, along with the punters....
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Buster
The longer the arm the greater the moment, exponentially. Go too big and you end up needing a rudder five hundred feet high.
The longer the arm the greater the moment, exponentially. Go too big and you end up needing a rudder five hundred feet high.
Last edited by Spotlight; 27th Jun 2003 at 05:57.
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Errrr, Spotlight, I think it may be the other way around.
The longer the fuselage, the greater the moment. Therefore the larger the plane, everything else being equal, the smaller the empennage needed.
You could see this if you get say a 737-500 alongside a 737-400: the -500 should have a bigger tail. (not that I've done this...)
The longer the fuselage, the greater the moment. Therefore the larger the plane, everything else being equal, the smaller the empennage needed.
You could see this if you get say a 737-500 alongside a 737-400: the -500 should have a bigger tail. (not that I've done this...)
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The longer the fuselage (arm) the greater the moment. Err thats what I thed diddily.
Seriously though, this is what I assumed has been the reason for Boeings reluctance to commit to super Jumbos, rather than the problems with long delays at customs, runway lengths etc.
Seriously though, this is what I assumed has been the reason for Boeings reluctance to commit to super Jumbos, rather than the problems with long delays at customs, runway lengths etc.
The Reverend
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I've never heard a complaint about the CX A330 or A340 fleet. Nor the B777-200 or 300 which has a longer fuselage than the bus. Sounds like the QF A330 has a dutch roll problem?
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That will be interesting. As a QF Short Haul F/A I am currently endorsed on B737-300/400/800, B767-200/300 and A330-200/300. Can anybody share any light as to how many aircraft we can be endorsed on legally. I too have heard B737-900s to come.
And yes the A330 sways down the back a little. Have worked R4 and L4 several times, cant get used to it. 
And yes the A330 sways down the back a little. Have worked R4 and L4 several times, cant get used to it.