Ex Impulse 717s are dogs.
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EWL,
From memory
the AN ones were the same config, 99 rings a bell....
While I think they were one of the best aircraft ever, we had problems with them in Queensland on range. They used to operate BNE-TSV-CNS every evening, and in the wet season, each day both AN and TN would have to stop for more fuel, usually one would stop at ROK and the other at MKY. However in the dry season no problem.
Someone mentioned rear stairs, interestingly the freighters (IPC/IPF) one had rear stairs and one didn't, don't think it made a lot of difference to them, as both were very tail heavy trim wise due to the hushkitting, which was not of course on the pax aircraft.
Best regards,
"lame"
From memory
the AN ones were the same config, 99 rings a bell....While I think they were one of the best aircraft ever, we had problems with them in Queensland on range. They used to operate BNE-TSV-CNS every evening, and in the wet season, each day both AN and TN would have to stop for more fuel, usually one would stop at ROK and the other at MKY. However in the dry season no problem.
Someone mentioned rear stairs, interestingly the freighters (IPC/IPF) one had rear stairs and one didn't, don't think it made a lot of difference to them, as both were very tail heavy trim wise due to the hushkitting, which was not of course on the pax aircraft.
Best regards,
"lame"
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Buster - not too sure to be honest, it needs about a tonne of ballast when empty in the nose to bring it inside aft limits, and then the trim shoots out the nose when full-but thats what happens when the donks are up the back.
OG3 - now that they are operating under qf with qf baggage handlers and on leisure routes, anywhere between 60-70 bags is normal in hold 3. HBA and LST generally do alot better than the rest to their credit. With a full flight 140 bags is not unusual. Space in the belly combined with trim limits is often the biggest factor.
OG3 - now that they are operating under qf with qf baggage handlers and on leisure routes, anywhere between 60-70 bags is normal in hold 3. HBA and LST generally do alot better than the rest to their credit. With a full flight 140 bags is not unusual. Space in the belly combined with trim limits is often the biggest factor.
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Join Date: Apr 2000
Location: Devonport Tasmania Australia
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It would seem that thius whole problem could be solved with a simple if expensive recertification. Tassie is a great source of airfreight and that is a wonderful revenue earner. As i have said the airline formerly known as Ansett is having big fun out of HBA with the A320s and their uplift capability.
EWL
EWL
Evertonian
EWL.
Reminds me of the idea I've had for years running a dedicated seafood freighter out of Tassie to Japan. I think a 76F would do the trick, but not sure if it could be filled?
Reminds me of the idea I've had for years running a dedicated seafood freighter out of Tassie to Japan. I think a 76F would do the trick, but not sure if it could be filled?
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What about an Airbus A300-600R frt converted or if you like 14tonnes underneath and some charter pax on top with a STD version. Range might be a bit short but probably not as dear as 767 - 300ER.
Reminds me of years ago, When the DC9-30's were overhauled at EN down at the TAA End, the big buiding that backs onto the Freeway is where it all happened. They always loaded Heaps of bundled newspapers surrounded with canvas and plastic strapped. After a D Check they would spend about an Hour loading the Aircraft to the Chief Check pilots instructions who at the time was Capt E? Clarke. It then took about another 2-3 hours on the ground doing systems checks, before the test fligfht which usually went over central Victoria. Never saw G Toomey who said when he was younger he used to hang around En. This would have been about 1968-1970/71.
Reminds me of years ago, When the DC9-30's were overhauled at EN down at the TAA End, the big buiding that backs onto the Freeway is where it all happened. They always loaded Heaps of bundled newspapers surrounded with canvas and plastic strapped. After a D Check they would spend about an Hour loading the Aircraft to the Chief Check pilots instructions who at the time was Capt E? Clarke. It then took about another 2-3 hours on the ground doing systems checks, before the test fligfht which usually went over central Victoria. Never saw G Toomey who said when he was younger he used to hang around En. This would have been about 1968-1970/71.
Evertonian
rpt2...that made me think. An A310 would be the perfect size, but can you fit a Main deck door forward of the engines with enough clearance???
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Buster - apologies for late reply - 3 nights SYD visiting clients - and hell day today subloading back.
The volume of seafood is definitely there, but loads out of Tas are treated somewhat at a discounted level in many cases.
The other question is what do you load on the aircraft coming back in?? It is possible that accounts could be setup to pick up freight tranisiting ex Europe/North East Asia etc but a stop somewhere like MEL/SYD would be needed to offload this on the way through. The "catch" can be sporadic depending on weather so the aeroplane may be there and the fish nosho. Just some of the pitfalls I can see.
The A300b4s (ex TN) went to FEDEX and as far as I know are still belting around with cargo. The A310 may be a little short but who knows.
Good luck!!
Best
EWL
The volume of seafood is definitely there, but loads out of Tas are treated somewhat at a discounted level in many cases.
The other question is what do you load on the aircraft coming back in?? It is possible that accounts could be setup to pick up freight tranisiting ex Europe/North East Asia etc but a stop somewhere like MEL/SYD would be needed to offload this on the way through. The "catch" can be sporadic depending on weather so the aeroplane may be there and the fish nosho. Just some of the pitfalls I can see.
The A300b4s (ex TN) went to FEDEX and as far as I know are still belting around with cargo. The A310 may be a little short but who knows.
Good luck!!
Best
EWL
