Qantas 767s
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Qantas 767s
Is it true the 767s in the QF fleet are the most over-powered of all the QF fleet? How high do you usually get in a 767 on a flight from say CNS-SYD or SYD-PER? Which engine variants are the best to fly in terms of performance? The GEs or RRs? How light would a 767 have to be to fly at FL430? Are they flown at that height often? Anyone have any pics to post of the 767 up at FL430?
Nunc est bibendum
Is it true the 767s in the QF fleet are the most over-powered of all the QF fleet?
How high do you usually get in a 767 on a flight from say CNS-SYD or SYD-PER?
Which engine variants are the best to fly in terms of performance?
How light would a 767 have to be to fly at FL430?
Are they flown at that height often?
Anyone have any pics to post of the 767 up at FL430?
Join Date: Jul 2007
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Keg
Interested to know why the RR's are better on oil consumption over a long leg.
Is it a difference in oil usage during the climb or descent that makes this the case?
And is it true the old ex BA Roller powered units are the "most tired" in the fleet? Seems to be the case!
J
PS Nice pic there AWT.....FL430 it is, that will make the young fella happy no doubt. Must be a delivery or test flight.... the cockpit looks way to new to be anything in QF hands!
Interested to know why the RR's are better on oil consumption over a long leg.
Is it a difference in oil usage during the climb or descent that makes this the case?
And is it true the old ex BA Roller powered units are the "most tired" in the fleet? Seems to be the case!
J
PS Nice pic there AWT.....FL430 it is, that will make the young fella happy no doubt. Must be a delivery or test flight.... the cockpit looks way to new to be anything in QF hands!
The GE engined B767s are the hotter of the two types, as Keg says more grunt, burn less fuel and are a lighter engine than the RR donk.
Out of CHC a couple of nights ago doing night freight to SYD, can't seem to get away from it, AUW around 119t and using full bore, because of concerns re possible windshear, and the thing leapt off the runway. Rotated to around 25deg ANU and pinned the VSI on the stops (6000fpm) until about F250. Reached TOPC, F380 12 minutes after liftoff. The F/O, an ex RAF Tornado driver, said the performance was similar. Not bad for an airliner!
Regards,
BH.
Out of CHC a couple of nights ago doing night freight to SYD, can't seem to get away from it, AUW around 119t and using full bore, because of concerns re possible windshear,
and the thing leapt off the runway. Rotated to around 25deg ANU and pinned the VSI on the stops (6000fpm) until about F250. Reached TOPC, F380 12 minutes after liftoff. The F/O, an ex RAF Tornado driver, said the performance was similar. Not bad for an airliner! Regards,
BH.
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Can anyone tell me the engines in the:
ZW_'s
OZ_'s
EA_'s
Ta.
ZW_'s
OZ_'s
EA_'s
Ta.
The OG's = GE's
EA's seem to be mostly pistons....
Ta.= mostly pistons.....RV's Pipers etc...
Now ya cant go sticking one of them GE things in your Dash10 either!
J
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the cockpit looks way to new to be anything in QF hands!
Now, if they could make them look that clean and fresh down the back I'd be a happy bear. 1970s seats and a projector (even in Business) in this day and age makes the QF fleet a joke as far as pax are concerned. Love the aircraft, quite happy with the cabin crew etc, just QF need to spend some money on the bit that pays the bills......or put an A330 on my regular run with the decent IFE
Victor B1a
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Rate of Climb.
Bullit Driver,
Your Co-Jo clearly didn't get to play with the Lightning. This machhine could climb.
Make a Tornado look like a blunt instrument old chap.
Victor B1a
Your Co-Jo clearly didn't get to play with the Lightning. This machhine could climb.
Make a Tornado look like a blunt instrument old chap.
Victor B1a
Victor B1a
"Your Co-Jo clearly didn't get to play with the Lightning. This machhine could climb."
Right you are on both counts, he did however tell me he knew a couple of Lightning drivers and their log books were full of entries of around ten minutes and that included a high, mid fifties, intercept and return.
Regards,
BH.
"Your Co-Jo clearly didn't get to play with the Lightning. This machhine could climb."
Right you are on both counts, he did however tell me he knew a couple of Lightning drivers and their log books were full of entries of around ten minutes and that included a high, mid fifties, intercept and return.
Regards,
BH.
Nunc est bibendum
Higher residual thrust on the Pratt engines. In essence you were descending with 'more' thrust on than in the RR or GEs. It wasn't a slow descent either- at least not in the early part of the descent. We had 320 knot descents as standard on the 200s to try and come close to the 'normal' profile of the GEs. The Pratts were slippery though and perhaps this is what you meant by 'slow'. We used to slow up slightly earlier in the 200s than the 300s due to that higher thrust and whereas 250/5000'/20 miiles would work for a 300 you needed an extra couple of miles for the same weight in the 200.
That said. We could push the 200s a truck load harder back in those days than we can push the 300s now with our company requirements.
I couldn't manage photos today....much too heavy which means we had a good load on which means we were making money which means we're still good for a job for a bit longer.
That said. We could push the 200s a truck load harder back in those days than we can push the 300s now with our company requirements.
I couldn't manage photos today....much too heavy which means we had a good load on which means we were making money which means we're still good for a job for a bit longer.
