I thought the modern view was that it was both, but never consistently or predictably... :sad: :sad: :sad:

Qlink Cobham 717s payload limited
 

Landings at Williamtown = 0
Premium pax bags left behind =0

Decision made by Qantas to retain 18.5k engines = time will tell.

Crap posted on prune 10/10

Alan should just get the Russians in. they are cheap and get the job done.

Here is a video of how they do it Canberra

Hmmm. Let me see. "Premium" pax bags left behind? 0 What about the other 75 to 100 poor bastards on board?

"Premium" hand luggage means the bags you hand to the lads on the apron right before boarding the aircraft on the DHC8 and 717, that they put in the hold and then retrieve for you as you get off because they won't fit in the cabin.

It's just QF putting a positive spin on the fact the aircraft you're flying on isn't a 737.

Nothing to do with the amount of money paid by the pax.

Bankrunner, go for a ride in a 717 and report back about the overhead locker size.

I've passed an obstruction, and I've passed an obstacle.
Based on those experiences, I'd live with passing an obstacle and avoid passing the obstruction.
Life's a beach, then you die.

Wasn't it hot over there this week guys? How'd you go or didn't you?

They flew in, they flew out and everything was normal.
All very much a storm in a tea cup, get over guys.

Ive been on plenty of 717 and MD-80's as a pax and yeah they arent bad, for 1 hour sectors they are OK, overhead lockers I think are only slightly smaller than the 737's by memory but I check my bags in so never use them, so cant make a definite statement about that. They still remind me of a Q400 stretched version on steroids though, however they do their job.

Arrrggghhh!!!!.....:{:{:{:{

Lol but better! :)

Im not trying to bag it just putting facts out in that it isnt massively inferior to the 737 especially on the sector lengths via CBR. In those short sectors the cabin crew would make a large impression over the aircraft. I have never tried the business class though anyone had experience with it? Ive heard the 717 is a beauty to fly though, havent had the pleasure....

True of false for each point.

• Cobham CBR 717 contract is only for 1 year
• 717's used had 3,000 hour time remaining (engines?)
• Derating allowed increase from 3,000 to 4,000 hours time remaining.

False, rolled into current Airlink contract that expires in 2018.
False, j config aircraft are some of the last off the production line.
Falseish, derate does increase time between component overhauls but I doubt those figures as each component has its own schedule and high bypass turbines don't have hard expirations (I think).

Point 1, truish, one of the things QF loves about the NJS contract is the flexibility, they have always had the flexibility to close routes/bases on very short notice (Mackay, Rocky, Canberra, Hobart, Brisbane in the past). So the routes/bases are safe as long as they are profitable and/or do not require larger aircraft.

So it's the same as travelator said. Rolled into the same 2018 contract. They can shut and open bases as they wish.

It's been almost three years and I haven't heard of any tech stops in Willi (they may have happened, but very limited if any at all) All on the small A engines.
Over head lockers same size as 737, and only a fool would compare the ride as similar to the 400. I have to pax on them regularly and the 400 is noisy cramped and the landings are like a ride a Disney land. (I am not referring to the pilots ability)
Q streaming is good, if not always reliable, neither are the entertainment systems in other aircraft

For those interested the AN DC9-31's did the following sectors with some difficulty at times.

ADL-PER with 80 pax in the late 1960's when there were only 6 x B727-177's and no B727-277's.

CBR-ADL, LST-OOL, BNE-MEL from Eagle Farm with an ALTN of LST, PHE-DRW when HLDG or ALTN required. On one occasion a DC9 diverted to GOV which was a big deal at the time as it was non controlled with a 30M wide runway.

I remember a ISA-BNE (1981) was a challenge one day with requirements in BNE.

The DC9-31 also operated SYD-NOU-VLI and return for Air Vanuatu. The first service was on 5 SEP 81. The return NOU-SYD was approx. 3.5 hours. If there were any requirements on SYD it was necessary to consider a fuel stop somewhere between ROK and NTL.

LST OOL was an interesting one for TN.

If it was hot in LST or there were requirements on OOL the traffic staff would hand out PIR forms through the cabin before departure and the bags would be shipped via MEL.

East West also operated one DPO OOL nonstop which I signed out right on MBRW. Thankfully a clear day all up the East coast. No flexi thrust on that one!

Best all

EWL

TN also operated an empty DC9 into Forrest to pick up pax from the u/s Indian Pacific for drop off at ADL.