Easy's first A319
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Indeed they can!!!! They do 20 min turnarounds in GLA EDI ABZ INV and BFS! Have seen them do 14 min turnarounds in GLA and EDI on many occasions. If everything is in place, there is no problem. INV has seen an 11 min turnaround with a pretty much full load. It can be done and has been done.
I suspect A319 turnarounds will be quicker. Its very rarely the flightdeck thats the critical path. Usually it is the time it takes to get them off, prepare the cabin, and then get them on.
Pax may well embark and disembark the Bus quicker as the aisles are slightly wider, the overhead bins more commodious and they can manage steps better than airstairs. The cabin ought to be prepared more quickly as there will be 4 cabin crew rather than 3.
EZY are taking the Bus around to each regional base for a day offering to take staff and families on a fun flight making a bit of a day of it. Which is kind of nice.
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Pax may well embark and disembark the Bus quicker as the aisles are slightly wider, the overhead bins more commodious and they can manage steps better than airstairs. The cabin ought to be prepared more quickly as there will be 4 cabin crew rather than 3.
EZY are taking the Bus around to each regional base for a day offering to take staff and families on a fun flight making a bit of a day of it. Which is kind of nice.
Cheers
WWW
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Certainly isnt the case at Luton.
The bus will be a lot slower there due to 2 sets of stairs and not enough staff.
These have been the excuses over the last 5 years Ive been dealing with it.
Plus the added problems of anything over 2 aircraft on the ramp the whole turnround falls appart.
If you dont believe me time it next time you are in TOI luton airport.
The bus will be a lot slower there due to 2 sets of stairs and not enough staff.
These have been the excuses over the last 5 years Ive been dealing with it.
Plus the added problems of anything over 2 aircraft on the ramp the whole turnround falls appart.
If you dont believe me time it next time you are in TOI luton airport.
Two sets of stairs pronto is rarely a problem in BRS. Don't know about LTN yet - I've been avoiding finding out assiduously. In practice who knows which will be quicker - in theory I think the Bus will be quicker.
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My best guess.....
For the likes of LTN, GLA, BFS and BRS there possibly won't be much difference. The arguments above are valid, and my gut feeling is that the time lost by positioning steps will be gained back by the wider aisle, bigger bins, etc. I think the 'bus has a slight edge, but it's close.
Where I think we will see the biggest difference is on airbridge stands, e.g. Spain, AMS, etc. The airstairs vs. mobile steps debate is irrelevant, and yet you have all the advantages of the wider aisle and bigger bins which will speed the boarding process.
So when debating "will the Airbus be quicker" don't think of the quickest current stations....think of those where the use of an airbridge on a 737 currently causes slow boarding! Thats where I believe the biggest gains will be made.
For the likes of LTN, GLA, BFS and BRS there possibly won't be much difference. The arguments above are valid, and my gut feeling is that the time lost by positioning steps will be gained back by the wider aisle, bigger bins, etc. I think the 'bus has a slight edge, but it's close.
Where I think we will see the biggest difference is on airbridge stands, e.g. Spain, AMS, etc. The airstairs vs. mobile steps debate is irrelevant, and yet you have all the advantages of the wider aisle and bigger bins which will speed the boarding process.
So when debating "will the Airbus be quicker" don't think of the quickest current stations....think of those where the use of an airbridge on a 737 currently causes slow boarding! Thats where I believe the biggest gains will be made.
Surely a more important aspect of utilisation than saving 5 minutes on turn-rounds is cruising speed?
What are the different cruising speeds of the 319 and 737-700?
What are the different cruising speeds of the 319 and 737-700?
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My Better half....
Just to let you know that my better half having worked on both the B737 and the Airbus suggests that with more space becomes more baggage, more duty frees. If the paying public have more room to manoeuvre then surely you're inviting them to bring more garbage and therefore take more time to disembark.
By the way, 11 mins to turnaround a B737 with a full load I don't bl***y think so!
By the way, 11 mins to turnaround a B737 with a full load I don't bl***y think so!
I think you may find that it is for the same reason that 4 out of 5 of the Swiss 737-300s were also UK registered. If EZY want to swop aircraft around then it is much easier to do so if the aircraft has already been UK registered - it just re-assumes its previous identity, as indeed the 737s have.
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LGS6753: (snappy username, btw!)
I think on European sectors cruising speed difference between 737 and 319 is not relevant. Standard speeds, holds and other restrictions level the two out.
On the ground swift turnrounds are only possible with a truly co-ordinated effort. Only one cock-up (eg steps break down) and you have chaos.
Security checks of seats also take considerable time. 30 mins is an achievable tgt, and 25 would be a fantastic figure for any full EZY 319.
I think on European sectors cruising speed difference between 737 and 319 is not relevant. Standard speeds, holds and other restrictions level the two out.
On the ground swift turnrounds are only possible with a truly co-ordinated effort. Only one cock-up (eg steps break down) and you have chaos.
Security checks of seats also take considerable time. 30 mins is an achievable tgt, and 25 would be a fantastic figure for any full EZY 319.
Yes it is and no it won't.
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WWW
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WWW
Join Date: Nov 2003
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WWW. Do you fly the Airbus? Your reply suggests that you know more??? I can't see how they can do loads of sectors with short turnarounds - especially in summer - without being limited by brake temperatures.Please elaborate on your response !!
I saw a picture of Ray kicking the tyres on the first one and could not see any brake fans fitted. I assume the brake spec is standard across the fleet and that the first aircraft is an accurate representation of the fleet.
I further then assume that someone at some time looked into whether or not brakefans were needed and concluded that they were not.
I'm doing a lot of assuming here and I know very very little about flying an Airbus so I might well be wrong.
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I further then assume that someone at some time looked into whether or not brakefans were needed and concluded that they were not.
I'm doing a lot of assuming here and I know very very little about flying an Airbus so I might well be wrong.
Cheers
WWW
When I was invlved in things technical, I asked about brake fans inthe original spec to assist with the short turn round times, and was assured that they WERE to be fitted.
As crew food was on its way out in the eyes of senior management, ovens were NOT going to be fitted, but due to pressure crew food was retained, and the single oven reinstated.
As the spec has changed, it may be that this also happened in relation to the brake fans.
I have since left all things technical, and don't know.
As crew food was on its way out in the eyes of senior management, ovens were NOT going to be fitted, but due to pressure crew food was retained, and the single oven reinstated.
As the spec has changed, it may be that this also happened in relation to the brake fans.
I have since left all things technical, and don't know.
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Maybe they planned to do-away with the oven for the crew meals and decided to also save on the cost of brake fans.The crew will always be able to heat their meals up on the hot brakes during the turnaround if the single oven is u/s....
They will have plenty of time while they wait for the brakes to cool below 300 deg.C !!
They will have plenty of time while they wait for the brakes to cool below 300 deg.C !!
If brake temps were a problem we used to put the gear down a couple of mins early before landing - the airflow soon reduced the temperature!
The 300C is a limit for the hydraulic pipes in the wheel well bay - Airbus have set a limit of 300C to avoid overheating these pipes. It doesnt affect the take-off performance or turnround times only restricts you on when the gear can be raised!
There are many ways of restricting the amount of energy that goes into the brakes most signiifcant of which is to land without autobrake (as per Boeing). The amount of effectivness this has depends on whether the brakes are carbon-fibre (likes lots of heat quickly) or steel.
Having said that the brake fans ARE very effective in getting the temp down to 250C (The temp on the ECAM is the core temp and 250 represents equivalent of 300 when the fans are switched off)
The 300C is a limit for the hydraulic pipes in the wheel well bay - Airbus have set a limit of 300C to avoid overheating these pipes. It doesnt affect the take-off performance or turnround times only restricts you on when the gear can be raised!
There are many ways of restricting the amount of energy that goes into the brakes most signiifcant of which is to land without autobrake (as per Boeing). The amount of effectivness this has depends on whether the brakes are carbon-fibre (likes lots of heat quickly) or steel.
Having said that the brake fans ARE very effective in getting the temp down to 250C (The temp on the ECAM is the core temp and 250 represents equivalent of 300 when the fans are switched off)