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Southwest Airlines suddenly grounds scores of planes due to aircraft weight issues

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Southwest Airlines suddenly grounds scores of planes due to aircraft weight issues

Old 15th Aug 2018, 22:34
  #21 (permalink)  
 
Join Date: Jan 2008
Location: Herts, UK
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Originally Posted by er340790 View Post
I am convinced the biggest risk on aircraft weight remains the under-calculation of pax + carry ons. This despite the recent mandated FAA et al increases.

In 2013 the H&S dept of our N. Canada mining operations did a full verification of our rotational personnel. Yes, these flights were over 80% male and miners are probably larger than the average male, but....

The result???

Summer 278 lbs.

Winter 291 lbs.

Enter those kind of figs into the last Weight & Balance you personally calculated and you'll see where I'm coming from.
haha.. double my weight !
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Old 15th Aug 2018, 23:24
  #22 (permalink)  
 
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Iím thinking maybe a configuration change in number of Economy class seats, Preferred seats and whatever else they call them.
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Old 16th Aug 2018, 08:36
  #23 (permalink)  
 
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Originally Posted by KenV View Post
Really? They did it on purpose to "gain an advantage" with 66 out of over 700 of their aircraft and then suddenly changed their mind and grounded those aircraft? Excuse me if I sound a bit incredulous.
It was just a thought about the ex-AirTran aircraft....

I think the discussion about the Irish VLCC was something along the lines of as long as they were flying comparatively shorter stage lengths and so were rarely carrying full fuel then it could be that the aircraft never departed at the manufacturer's MTOW....Or something like that....

But as I said, just a thought...

.
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Old 16th Aug 2018, 13:17
  #24 (permalink)  
txl
 
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Interested PAX here. I always wondered what the average figures for calculating passenger weight are. Is that a global standard?
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Old 16th Aug 2018, 16:03
  #25 (permalink)  
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Aviation Watchdog Investigating FAA Oversight of Southwest Airlines

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Old 16th Aug 2018, 23:32
  #26 (permalink)  
 
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Originally Posted by B2N2 View Post
Iím thinking maybe a configuration change in number of Economy class seats, Preferred seats and whatever else they call them.
Or maybe had to relocate a few to accommodate mini horses as service animals as announced today.....
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Old 17th Aug 2018, 02:22
  #27 (permalink)  
 
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Originally Posted by txl View Post
Interested PAX here. I always wondered what the average figures for calculating passenger weight are. Is that a global standard?
In the USA it's 190 pounds in the summer and 195 in the winter. There are separate male/female numbers of 200/205 and 179/184 but everyone I know just uses the average. Children up to 12 are 82/87 but most times they are just counted at 190/195 also. Sometimes when trying to carry a jumpseating crewmember on a weight restricted flight I've heard Captains asking if any of the pax are children. Two kinder would allow the jumpseater.

No idea if the numbers are standard around the world. The FAA raised the numbers several years ago after a Beech 1900 crash in CLT. They said they would monitor American weights and adjust as necessary.
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Old 17th Aug 2018, 02:53
  #28 (permalink)  
 
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Quote: " Or maybe had to relocate a few to accommodate mini horses as service animals as announced today..... "

Can someone provide a picture of a "mini horse".
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Old 17th Aug 2018, 03:12
  #29 (permalink)  
TWT
 
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Old 19th Aug 2018, 04:35
  #30 (permalink)  
 
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Did we not have a discussion on here a couple of years ago about the Irish VLCC ' gaining advantage ' by registering some / all its fleet with lower gross weights in order to benefit from lower En Route Charges from Eurocontrol ?
There is another European LCC who does/did this. Not sure about a previous discussion, but they registered lower Max weights for the fleet. The weight of the aircraft was what it weighed but the max payload was reduced. From memory, the structural limit was around 71T, one group reduced to around 64T, another to around 62.5T and some more to around 60.5T. No idea of the saving it generated but with large fleets, even small amounts will help and go straight to the bottom line.
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Old 19th Aug 2018, 05:11
  #31 (permalink)  
 
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Lowering the max TOW is standard practise at klm as well. There are scores of 737ís with a max tow of either 70t, 71t, 72t, instead of the official 73,8t. (-800)
or 61t for the 737-700, which is officially 64.something. Saves a huge amount of hard cash.
not only RYR does that.
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Old 19th Aug 2018, 11:37
  #32 (permalink)  
 
Join Date: Mar 2018
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A few years back one of the UK locos ran an exercise to check the accuracy of their weights. Aircraft were weighed in the hangar during maintenance to verify actual weight against the recorded figures and also selected at random as they entered the apron after a flight and directed onto a stand equipped with pressure pads. They were marshalled carefully onto the three pads and after about a minute, if even that, were able to disembark pax normally. Results were correlated with the flight papaerwork and processed.

Results showd the standard weights used were remarkably good, iirc something like a 2-300Kg deviation from the paper figure which on a 60t aeroplane is extremely accurate.
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