Jetstream 31/32
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Jetstream 31/32
Hello:
If there are any operators out there with familiarity operating a corporate Jetstream 31/32 who would be willing to share information regarding its operation and maintenance, I would gladly appreciate it! Please contact me via email/PM. Many thanks!
Regards,
Ben
If there are any operators out there with familiarity operating a corporate Jetstream 31/32 who would be willing to share information regarding its operation and maintenance, I would gladly appreciate it! Please contact me via email/PM. Many thanks!
Regards,
Ben
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its a heap of ****e which looks good on the intial purchase price and fuel burn. But when you look at the maint and pilot costs makes it a highly expensive heap.
BAe will screw you for ongoing cover and depending what CAA your under crew training is a complete pain in the arse. The only Jar sim is coming off line in Jan and there is one more in the US which is apprently is a heap with the graphics 20 ft up out of line and has the dynamics of a king air.
Its good for about 1.5 hours full load if you have a divert within 100 miles. Any temps over 20 degrees or above 1000ft pressure alt you are screwed.
There are a few JAR engineers out there but they are few and far between and if you get the brit one that is out of work you will more than likely have a revolt amongst the pilots if he is working for you. Personally I would walk out the door with zero notice if you took him on.
BAe will screw you for ongoing cover and depending what CAA your under crew training is a complete pain in the arse. The only Jar sim is coming off line in Jan and there is one more in the US which is apprently is a heap with the graphics 20 ft up out of line and has the dynamics of a king air.
Its good for about 1.5 hours full load if you have a divert within 100 miles. Any temps over 20 degrees or above 1000ft pressure alt you are screwed.
There are a few JAR engineers out there but they are few and far between and if you get the brit one that is out of work you will more than likely have a revolt amongst the pilots if he is working for you. Personally I would walk out the door with zero notice if you took him on.
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I actually love flying the old girl.
She is very responsive and fun to fly.
It takes a bit of a knack to land her gently but she is built like a brick ****e house.
They don't like sitting out in the wet.
Eastern have the J41 sim based in HUM and still have spares for the J32's. The J32 sim which oxford ran in Sweden is being taken out of service to allow another sim in its slot. Whats going to happen to it is still not known.
She is very responsive and fun to fly.
It takes a bit of a knack to land her gently but she is built like a brick ****e house.
They don't like sitting out in the wet.
Eastern have the J41 sim based in HUM and still have spares for the J32's. The J32 sim which oxford ran in Sweden is being taken out of service to allow another sim in its slot. Whats going to happen to it is still not known.
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Ahh! The Jetstream 31. What memories that brings back. My first encounter with it was in the late 1970's Birmingham Executive Airways leased three of them from BAE for a start up BHX-CPH (and I think BHX- BRU) they had a 12 seat configuration and the flights were very comfortable. I seem to remember the CC had to be no more than 5ft tall. They seemed even then to be equipped with good low visibility equipment. I used the CPH flight many times and remember landing in Denmark in the thickest of fog. The Pilot who was under training almost got lost on the myriad of taxiways.
BEA then changed to Saab Fairchilds, but it lost some of the atmosphere. I also flew on a domestic flight in a 19 seat version of the J31 and considered it one of the most uncomfortable flights ever.
BEA then changed to Saab Fairchilds, but it lost some of the atmosphere. I also flew on a domestic flight in a 19 seat version of the J31 and considered it one of the most uncomfortable flights ever.
Last edited by Dawdler; 4th Jan 2012 at 19:53.
what mad jock said, out of yyc on a 20deg day, if I remember correctly down to 13800# on the WAT charts, or about 5 pax. Our AME told me that a wheel half was a 15k item, all the parts you get will be used with 15-20k cycles. Buy a KA200 does everything well.
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jetstream31
Greetings to all
I want to run Jetstream 31 aircraft in one of the African countries, and I want your advise on the plane is it suitable for the work , whether logical maintenance and are spare parts are available thank and appreciate your advice
I want to run Jetstream 31 aircraft in one of the African countries, and I want your advise on the plane is it suitable for the work , whether logical maintenance and are spare parts are available thank and appreciate your advice
I only have about 1500hrs in them, but in africa, they will be legally be "tits on a bull". the J31 doesn't have enough installed power, at the very least you will need WM for every takeoff, and that adds up. If you ever lose an engine, the outcome is a foregone conclusion, the maintenance will ruin you, and anything less than 5500' runway you will be limited to about 6 people. For the same price you can get a J32, which is only marginally better. What kind of legs are you looking at runways, altitudes?
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J31 19-seat version has truly appalling range with all the seats full (standard weights). IIRC, ~3000lbs fuel tank capacity, and you can put 1000lbs in with full pax. After mandatory reserve, contingency, diversion fuel etc. you have about 300lbs for the cruise (~20min) 
JS 31/32 OPs
Mate,
You have asked a sensible question and seem to be based where you do not have experienced people to rely on. Your best option would be to pay an experienced JS31/32 operator to give you some genuine advice. By paying for the advice you are likely to get good accountable advice, free advice can often be good but is not a professional way to construct a proper plan and could be flawed.
One of the best JS 31/32 operators is AIS Airlines of the Netherlands. I do not know if they would be prepared to help you but they are a good team with a lot of JS knowledge available to them.
Good luck
MM
You have asked a sensible question and seem to be based where you do not have experienced people to rely on. Your best option would be to pay an experienced JS31/32 operator to give you some genuine advice. By paying for the advice you are likely to get good accountable advice, free advice can often be good but is not a professional way to construct a proper plan and could be flawed.
One of the best JS 31/32 operators is AIS Airlines of the Netherlands. I do not know if they would be prepared to help you but they are a good team with a lot of JS knowledge available to them.
Good luck
MM
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Spent several years flying in Africa and you didn't see Jetstreams much outside of regional operators in South Africa.
Contract flying north of SA was mostly done on King Air 200s and 1900Ds, with the Lett 410 becoming more popular recently.
I can only guess that because they haven't been used much so far is probably because the performance and financial numbers don't add up.
Contract flying north of SA was mostly done on King Air 200s and 1900Ds, with the Lett 410 becoming more popular recently.
I can only guess that because they haven't been used much so far is probably because the performance and financial numbers don't add up.
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Are you sure about that Miles. They might have the sim but as for one of the best operators that's a bit wide of the mark.
The most mature operator in Europe is directflug . And after that now its probably BCI. Which are I suspect is the aircraft they are looking to purchase.
But all the Jetstream operators in Europe won't have a clue about plus 30 high density alt operations. For that you will have to go to the safas/zambians. You get start getting murdered for performance anything over 18 degs.
The biggest problem you will have is getting technicians/engineers that are experienced enough with the aircraft to keep it running and also getting spares. Which is hard enough in Europe with efficient custom clearing Africa you have no chance.
You have to remember Handly Page designed these things for the RAF 35+ years ago for the Uk climate. Its cracking in North climates with low temps but soon as it gets hot your kanckard. They did put water meth in for the South African market but it was never legal to be active in Europe or at least not with the UK CAA. Unless you get a machine which was Australian, SA or FAA initially you won't get Water Meth It tends to be only Australian and SA machines have it. I think there is only one water meth machine left on a European reg and its a J31.
There is one new operator in the Ivory coast, but they can't keep any European trained pilots. There is a rumour that they are looking for more aircraft but its only a rumour. And also direct flight in Zambia which is probably your best bet for advice.
The aircraft isn't very good on gravel and picks up damage when the flaps go to dump 70degs. Again something that the European operators have zero clue about. There is a gravel kit but don't know how effective it is but I should imagine you would eat props on gravel. The things are time life limited so as soon as they come out the prop shop the clock starts ticking so you can't even keep them on the shelf economically.
So contacting direct flight in Zambia would be my first phone call. They have J41's as well. Which are even more expensive per seat than the J31/32's although the 1650 engines do sort out alot of performance issues.
The most mature operator in Europe is directflug . And after that now its probably BCI. Which are I suspect is the aircraft they are looking to purchase.
But all the Jetstream operators in Europe won't have a clue about plus 30 high density alt operations. For that you will have to go to the safas/zambians. You get start getting murdered for performance anything over 18 degs.
The biggest problem you will have is getting technicians/engineers that are experienced enough with the aircraft to keep it running and also getting spares. Which is hard enough in Europe with efficient custom clearing Africa you have no chance.
You have to remember Handly Page designed these things for the RAF 35+ years ago for the Uk climate. Its cracking in North climates with low temps but soon as it gets hot your kanckard. They did put water meth in for the South African market but it was never legal to be active in Europe or at least not with the UK CAA. Unless you get a machine which was Australian, SA or FAA initially you won't get Water Meth It tends to be only Australian and SA machines have it. I think there is only one water meth machine left on a European reg and its a J31.
There is one new operator in the Ivory coast, but they can't keep any European trained pilots. There is a rumour that they are looking for more aircraft but its only a rumour. And also direct flight in Zambia which is probably your best bet for advice.
The aircraft isn't very good on gravel and picks up damage when the flaps go to dump 70degs. Again something that the European operators have zero clue about. There is a gravel kit but don't know how effective it is but I should imagine you would eat props on gravel. The things are time life limited so as soon as they come out the prop shop the clock starts ticking so you can't even keep them on the shelf economically.
So contacting direct flight in Zambia would be my first phone call. They have J41's as well. Which are even more expensive per seat than the J31/32's although the 1650 engines do sort out alot of performance issues.