Sunstate Callsigns
 

Would someone please tell me what the "Delta" is meant to mean on the end of some Sunstate flight call signs.

Eg Sunstate 421Delta

Is it those a/c that have the ADSB trial gear fitted?

J:ok:

I believe it's to signify the aircraft is the Q400 for ATC since the performance it quite differnt to the earlier models.

Delta relates to the fact that the aircraft ia a Q400 going a tad quicker than the 'classics' (100,200 or 300's).

I believe it may be something to do with the fact that as far as flight plan submission into naips, the 1, 2, and 300 are designated, Dash 8 A, B, and C respectively, so the 400 is a D.

Why it is used on the callsign over the radio is beyond me.

I thought it meant to remind ATC that its a Turbo-Prop with Jet Performance. There are no other such civil machines running around except for the P3 in Military which never use normal callsigns so I suppose its rare in Oz.

The Delta makes it harder to forget that we need to apply wake turb for lighties behind them. They do go quite a bit quicker in cruise than the older models.
As for jet like performance - the 400 series are equal with jets from 40 to touchdown. The 300s used to be faster from 40 to touchdown, but they seem to be slowing down a touch earlier than they used to. I know the jet jockeys are complying with their company's SOPs to suit the LCD, so you do have an excuse.

I think topdrop's first point is on the money. The other Dash's are classed as light-medium (any medium wake turbulence cat aircraft with MTOW below 25000kg) and so wake turbulence separation is not required for a light aircraft following them. The 400 series is over 25000kg MTOW and so wake turbulence separation is required for the lightly.

RI

I can't see why Aus would be any different but internationally "D" at the end of a call sign identifies the flight as a positioning flight, ie after going tech etc.

Doesn't matter they'll all be QLINK callsigns soon anyway.

The "D" was an ASA suggestion as since we've gone automated (TAAATS) pesky things like types are easily missed; it's a great reminder that this ones a bigger one and we need to treat it differently. Little things like, wake, speed, turn rates, climb performance, runway allocation etc.

If you just looked and saw DH8D or DH8C in one section of your electronic strip (or extended label), that you can't highlight like you could with a paper strip (Red pen underline or circle) you could easily overlook the important bit. Regarding other likes but variant types, B737 or B734 has no essential variation in the way we process them, subtle things but not critical.

You use to have a feel for type based on Flight numbers (but now they swap 767s with 737s and 747 with 737s every now and then), or before that VH-ABC etc, ie ATCs basically knew all the RPTs and what they were (without needed reference docs); even now some still know them even though the VH part is hidden deep in the Flight Data Record (FDR).

By this, do you mean Eastern and Sunstate will soon use the callsign "Qantaslink"?

Arr.

"DogsDonger358, Contact Tower 118.7"

Arr.

http://cdn-www.airliners.net/aviatio.../7/1333789.jpg

Yes, I believe NJS is going to that callsign too; I think there are others too, although that might be bourbon haze thinking.:}

'AP' now that's funny:) Could also be like a 'revlon', 'lipstick' sure is one ugly scheme !:bored:



CW