QF fleet differences
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QF fleet differences
I have been looking into the QF fleet and know that the 38 in all Boeing aircraft numbers such as 767-238 - is the Boeing company identifier for Qantas. But looking at the entire QF fleet most of the 733's are 737-376's and most of the 734's are also 737-476's - does anyone know why this is? Did Qantas pick up someone else's order for these aircraft? Does anyone know which airline 76 is?
I also noticed OEB (747-48E), OEC (747-4H6), OED (747-4H6), NLH (747-436), TAB (737-3Q8), TJV (737-4Q8) and TJW (737-4L7) are the exceptions to the 38 rule - are these aircraft ones that Qantas has bought or hired from some other airline? Can anyone advise?
Cheers,
SSC
I also noticed OEB (747-48E), OEC (747-4H6), OED (747-4H6), NLH (747-436), TAB (737-3Q8), TJV (737-4Q8) and TJW (737-4L7) are the exceptions to the 38 rule - are these aircraft ones that Qantas has bought or hired from some other airline? Can anyone advise?
Cheers,
SSC
The '76' series comes from that old carrier... TAA. These aircraft were rolled into Qantas when the two carries merged in 92.
The '36' series aircraft come from BA. Your list misses the 767-336's from BA.
Bevan..
The '36' series aircraft come from BA. Your list misses the 767-336's from BA.
Bevan..
The first 3 OE series 400s are all GE powered a/c which were all 2nd hand aircraft, these were ex Asiana and one I think was Malaysian. The latter OE series are the GE powered QF ordered 744ERs
Of the 737s, Solomon used to have a 400, QF swapped it for TJB until that lease ran out, and solomon got its own 300. Air Nauru initally had 2 400s, didn't need them both and QF took up the lease on the 2nd one. The other I think is an ILFC leased aircraft which used to fly for Polynesian
Of the 737s, Solomon used to have a 400, QF swapped it for TJB until that lease ran out, and solomon got its own 300. Air Nauru initally had 2 400s, didn't need them both and QF took up the lease on the 2nd one. The other I think is an ILFC leased aircraft which used to fly for Polynesian
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Bevan666 - your right, I missed the 767-336's - Thanks!
Puff - So would I be correct in assuming the following:
OEB (747-48E) ex Malaysia
OEC (747-4H6) ex Asiana
OED (747-4H6) ex Asiana
Puff - With respect to your comment on the rest of the OE series being GE powered QF ordered 744ERs - could you double check this for me? Since my research indicates:
OEE 747-438 GE CF6-80C2-B5F
OEF 747-438 GE CF6-80C2-B5F
OEF 747-438 GE CF6-80C2-B5F
OEG 747-438 GE CF6-80C2-B5F
OEH 747-438 R Royce RB211-524 G2
thanks heaps for the 737 info - that's stuff you can't find anywhere
Cheers,
SSC
Puff - So would I be correct in assuming the following:
OEB (747-48E) ex Malaysia
OEC (747-4H6) ex Asiana
OED (747-4H6) ex Asiana
Puff - With respect to your comment on the rest of the OE series being GE powered QF ordered 744ERs - could you double check this for me? Since my research indicates:
OEE 747-438 GE CF6-80C2-B5F
OEF 747-438 GE CF6-80C2-B5F
OEF 747-438 GE CF6-80C2-B5F
OEG 747-438 GE CF6-80C2-B5F
OEH 747-438 R Royce RB211-524 G2
thanks heaps for the 737 info - that's stuff you can't find anywhere
Cheers,
SSC
This research is getting fairly...ahh... specific, but while we're on it;
The register indicates QF have OEE,F,G and H all consecutive serial numbers, however OEH is listed as having the standard 744 MTOW and powered by RB211, as SSC pointed out.
Is OEH a new 744 that QF have purchased, or is it meant to be listed as a 744ER?
The register indicates QF have OEE,F,G and H all consecutive serial numbers, however OEH is listed as having the standard 744 MTOW and powered by RB211, as SSC pointed out.
Is OEH a new 744 that QF have purchased, or is it meant to be listed as a 744ER?
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OEB is ex Asiana while OEC and OED are ex Malaysian.
All bought for about half new price during the Asian money crisis a few years ago. In hindsight we should have bought more!
The GE is a better engine in many ways.
As an aside the owner of OEB now is a company by the name of :"VH-OEB Pty Ltd"!
All bought for about half new price during the Asian money crisis a few years ago. In hindsight we should have bought more!
The GE is a better engine in many ways.
As an aside the owner of OEB now is a company by the name of :"VH-OEB Pty Ltd"!
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According to the Qantas website, the 747-438ER is powered by the GE CF6-80C2B5F engines like those specified to be on OEE,F,G but who knows about OEH?
The registry also shows OEE,F,G as registered in 2002 with OEH 2003 registered.
With Qantas expecting delivery of six 747-438ER's from Nov 2002. Can we assume these aircraft to be part of that order, even though they are registered as only the 747-438?
Anyone know?
The registry also shows OEE,F,G as registered in 2002 with OEH 2003 registered.
With Qantas expecting delivery of six 747-438ER's from Nov 2002. Can we assume these aircraft to be part of that order, even though they are registered as only the 747-438?
Anyone know?
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Anything with VH-OE? is GE-Powered, including OEH. As previously stated OEB, OEC and OED are GE-powered standard -400s acquired from Malaysian and Asiana. There are numerous small difference e.g. OEB only has 2 air data computers instead of 3.
OEE and on are all -400ERs, also GE powered, but with 10% more thrust, higher MTOW and aux centre wing tank (that doesn't bloody work too well sometimes!).
These are all "owned" by Qantas, but financed, and therefore secured, to half a dozen different finance companies in the cayman islands.
NLH (nickname 'Never Leaves Home') is a piece of leased british junk that should be returned to BA with an insulting note.
OEE and on are all -400ERs, also GE powered, but with 10% more thrust, higher MTOW and aux centre wing tank (that doesn't bloody work too well sometimes!).
These are all "owned" by Qantas, but financed, and therefore secured, to half a dozen different finance companies in the cayman islands.
NLH (nickname 'Never Leaves Home') is a piece of leased british junk that should be returned to BA with an insulting note.
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Sonic,
Yep, OEE thru OEH are the 6 747-400ER's being delivered from Nov 2002, I think they might have all arrived, if not they will all be here by june.
The reason they are only registered as 747-438 is because technically thats all they are from a CASA standpoint, with a B744 endorsement you an fly the ER without any extra training, not even a differences course. (apart from the slightly bigger donks and chagned performance figures, they are the same - barr minor differences (thicker windscreens etc.))
Yep, OEE thru OEH are the 6 747-400ER's being delivered from Nov 2002, I think they might have all arrived, if not they will all be here by june.
The reason they are only registered as 747-438 is because technically thats all they are from a CASA standpoint, with a B744 endorsement you an fly the ER without any extra training, not even a differences course. (apart from the slightly bigger donks and chagned performance figures, they are the same - barr minor differences (thicker windscreens etc.))
FF,
I think you'll find you can only fit 4 aircraft from OEE to H
Also, I think the reason SSC and myself asked about OEH was because it is listed incorrectly in CASAs registry as a standard 744 (ie MTOW of 396T or whatever).
I think you'll find you can only fit 4 aircraft from OEE to H
Also, I think the reason SSC and myself asked about OEH was because it is listed incorrectly in CASAs registry as a standard 744 (ie MTOW of 396T or whatever).
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Flew -OEH back from the USA last weekend.
It's a GE powered -438ER or we were illegal by about 3 tonnes over the 'normal' MTOW!!
Very nice and like the upgrade/s to the interior, let alone the LCD's and lack of noise on the flightdeck.
G'day
It's a GE powered -438ER or we were illegal by about 3 tonnes over the 'normal' MTOW!!
Very nice and like the upgrade/s to the interior, let alone the LCD's and lack of noise on the flightdeck.
G'day
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Feather #3
Ahhhhh, there's nothing quite like taking delivery of a brand spanker, the smell of new is something else.
I was interested in your comment of the lack of noise on the flightdeck.
Whilst it's a mystery as to why the manufacturers haven't seriously addressed this issue before, I have a mild niggle about the complete absence of airflow noise as another sensory cue.
Maybe I am too old to learn new tricks or maybe an airflow noise "monitor" is part of my SA suite that sits quietly in the background, unnoticed until and unless the noise either changes, maybe subtley, or becomes inconsistent with the current flight state and draws attention to the need to "wake up" and go check and "see" what is going on.
It has not exactly saved my bacon in the past but it has alerted me to a not yet immediately apparent potential.
I guess its the same problem that I have, maybe its just me, in being able to fly a non motion flight simulator.
I can only put it down to lack of sensory/feel feed back.
Ahhhhh, there's nothing quite like taking delivery of a brand spanker, the smell of new is something else.
I was interested in your comment of the lack of noise on the flightdeck.
Whilst it's a mystery as to why the manufacturers haven't seriously addressed this issue before, I have a mild niggle about the complete absence of airflow noise as another sensory cue.
Maybe I am too old to learn new tricks or maybe an airflow noise "monitor" is part of my SA suite that sits quietly in the background, unnoticed until and unless the noise either changes, maybe subtley, or becomes inconsistent with the current flight state and draws attention to the need to "wake up" and go check and "see" what is going on.
It has not exactly saved my bacon in the past but it has alerted me to a not yet immediately apparent potential.
I guess its the same problem that I have, maybe its just me, in being able to fly a non motion flight simulator.
I can only put it down to lack of sensory/feel feed back.
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Gaunty,
I would have to agree that it's something of a mixed blessing. However, since the advent of noise cancelling headsets [of which I approve; some don't], while the fatigue factor is improved, that sixth sense of a change in noise has virtually already gone.
I do suspect that where I'm really going to miss it is when in the crew rest where one is more sensitive to noise changes and can still have a bit of an idea of what's happening. Still, one is supposed to be asleep anyway!!
G'day
I would have to agree that it's something of a mixed blessing. However, since the advent of noise cancelling headsets [of which I approve; some don't], while the fatigue factor is improved, that sixth sense of a change in noise has virtually already gone.
I do suspect that where I'm really going to miss it is when in the crew rest where one is more sensitive to noise changes and can still have a bit of an idea of what's happening. Still, one is supposed to be asleep anyway!!
G'day
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fleet
According to a recent search, QF have 27 standard 400's in service. But I seem to be missing a couple when I compile a list, I've got OJA-U, NLH, OEB, C, D. Anyone care to tell me what I've missed?
Also I have noted that the ER's are to enter service from late '02 through to 2006 (six of them). But with a few already in service, and five (i think) expected to be operating by June, that only leaves one more to be delivered. When are they planning on getting it? Soon or deferring for a while?
Whats the latest with BZI and NOA?
Any news / rumours on the planned retirement of the classics or the 733's?
Are there going to be any significant differences between the A380's on order for QF and those that will fly with other companies?
A330's: Are they going to be EBA-M? and is it going to be 7 300's and 6 200's, or the other way around?
Thanks all
Also I have noted that the ER's are to enter service from late '02 through to 2006 (six of them). But with a few already in service, and five (i think) expected to be operating by June, that only leaves one more to be delivered. When are they planning on getting it? Soon or deferring for a while?
Whats the latest with BZI and NOA?
Any news / rumours on the planned retirement of the classics or the 733's?
Are there going to be any significant differences between the A380's on order for QF and those that will fly with other companies?
A330's: Are they going to be EBA-M? and is it going to be 7 300's and 6 200's, or the other way around?
Thanks all
Last edited by sam711; 12th Mar 2003 at 10:09.
sam,
Looking at the casa registery, and also having a peek in the 2003/04 Airline directory at the newsagency, I get 4 744ERs (OEE-OEH) plus 25 744s (NLH, OEB,C,D and OJA-OJU). In fact if anyone could verify the following it would be great:
4 x 744ER
25 x 744
6 x 743
3 x A332
25 x 763
7 x 762
15 x 738
22 x 734
17 x 733
The registry also has 2 x 742 (EBS and ECC). Whats the go with these?
On the 733s, I recently asked a senior QF 73 cap, and he thought they would be around for a while because they are apparently more suitable for certain destinations (he mentioned high elevation strips like Queenstown).
grrowler
Looking at the casa registery, and also having a peek in the 2003/04 Airline directory at the newsagency, I get 4 744ERs (OEE-OEH) plus 25 744s (NLH, OEB,C,D and OJA-OJU). In fact if anyone could verify the following it would be great:
4 x 744ER
25 x 744
6 x 743
3 x A332
25 x 763
7 x 762
15 x 738
22 x 734
17 x 733
The registry also has 2 x 742 (EBS and ECC). Whats the go with these?
On the 733s, I recently asked a senior QF 73 cap, and he thought they would be around for a while because they are apparently more suitable for certain destinations (he mentioned high elevation strips like Queenstown).
grrowler
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numbers
grrowler,
EBS was withdrawn from service on Jan 5th after operating QF566 from Perth to Sydney. Its now in Arizona I believe.
I get 29 763's (OGA-V all GE powered, and ZXA-G all Roller powered) Additionally, QF were operating NOA and BZI late last year, but Im not sure whats happened since. Have they left recently? The GE powered 763's are quoted as having 60,070lb thrust. Can anyone compare this to the thrust output of the ZXA-G rollers? And since they have different powerplants, do they tend to be deployed on different routes, or not neccessarily?
Is OEI in service yet? And when is OEJ expected to arrive - soon or a fair way down the track?
Apart from the 763's, I agree with your numbers (I dont know where I got the 2 extra 400's from
Sam
EBS was withdrawn from service on Jan 5th after operating QF566 from Perth to Sydney. Its now in Arizona I believe.
I get 29 763's (OGA-V all GE powered, and ZXA-G all Roller powered) Additionally, QF were operating NOA and BZI late last year, but Im not sure whats happened since. Have they left recently? The GE powered 763's are quoted as having 60,070lb thrust. Can anyone compare this to the thrust output of the ZXA-G rollers? And since they have different powerplants, do they tend to be deployed on different routes, or not neccessarily?
Is OEI in service yet? And when is OEJ expected to arrive - soon or a fair way down the track?
Apart from the 763's, I agree with your numbers (I dont know where I got the 2 extra 400's from
Sam
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Feather #3
Yeah right!
The only time I'm REALLY that, is in my bed at home and that's only when my old mate Fido is also asleep down the other end.
It's the same when ocean racing and off watch, the slightest change in motion, vibration or noise and I'm awake. Drives the crew nuts but I really do trust em.
Re noise cancelling, yup, nearly the best invention since the wheel for fatigue reduction, but I've never been completely comfortable with them for the same reason.
You become detached from the "environment".
But then, my psychiatrist keeps telling me I'm very anal. I must work harder on chilling out, or up my Prozac dosage.
Still, one is supposed to be asleep anyway!!
The only time I'm REALLY that, is in my bed at home and that's only when my old mate Fido is also asleep down the other end.
It's the same when ocean racing and off watch, the slightest change in motion, vibration or noise and I'm awake. Drives the crew nuts but I really do trust em.
Re noise cancelling, yup, nearly the best invention since the wheel for fatigue reduction, but I've never been completely comfortable with them for the same reason.
You become detached from the "environment".
But then, my psychiatrist keeps telling me I'm very anal.
I must work harder on chilling out, or up my Prozac dosage.
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RR powered 767s
Sam711,
The RR 767 engines are rated for 60600lb thrust - slightly higher than the GEs, though in practice, the GE aircraft accelerate and climb (even) better.
The RR engines are heavier, and the aircraft also have higher basic weights. In answer to your question, RR or GE variants aren't necessarily put on certain routes for performance reasons. In any case, most of the MEL - SYD - CG- BNE 767 flying is done by rollers; most PER flights at the moment are being done by 200s. All the international flying is done by GEs, with the exception of some NZ flights with RRs, and Noumea services done with the -200.
Either way, the aircraft are overpowered to *******, so performance isn't an issue; The RR aircraft have higher seating capacities (about 254 pax in 2 class config compared to around 229 for a GE -300). Just to confuse, OGV also has the high capacity config. The GE config cabin is more suited to international routes, and these aircraft also have a 180min ETOPS approval compared to 120min for the roller and pratt.
As mentioned, 4 of our GE machines have gone north, so there will be fewer and fewer of them flying domestically.
WG.
The RR 767 engines are rated for 60600lb thrust - slightly higher than the GEs, though in practice, the GE aircraft accelerate and climb (even) better.
The RR engines are heavier, and the aircraft also have higher basic weights. In answer to your question, RR or GE variants aren't necessarily put on certain routes for performance reasons. In any case, most of the MEL - SYD - CG- BNE 767 flying is done by rollers; most PER flights at the moment are being done by 200s. All the international flying is done by GEs, with the exception of some NZ flights with RRs, and Noumea services done with the -200.
Either way, the aircraft are overpowered to *******, so performance isn't an issue; The RR aircraft have higher seating capacities (about 254 pax in 2 class config compared to around 229 for a GE -300). Just to confuse, OGV also has the high capacity config. The GE config cabin is more suited to international routes, and these aircraft also have a 180min ETOPS approval compared to 120min for the roller and pratt.
As mentioned, 4 of our GE machines have gone north, so there will be fewer and fewer of them flying domestically.
WG.