737 Ops into Jersey
Thread Starter
737 Ops into Jersey
I'm booked on a 737 sector into Jersey next week.
Just wondered what if any restrictions are in force? From the charts there is only 4000ft available after the touchdown point which is mighty tight!
I'm assuming that extening the flare is not an option!
I would be interested in any opinions (even silly ones!). I.e. what autobrake is used, what margin is available etc.
Many thanks!
Just wondered what if any restrictions are in force? From the charts there is only 4000ft available after the touchdown point which is mighty tight!
I'm assuming that extening the flare is not an option!
I would be interested in any opinions (even silly ones!). I.e. what autobrake is used, what margin is available etc.
Many thanks!
Per Ardua ad Astraeus
Join Date: Mar 2000
Location: UK
Posts: 18,579
Likes: 0
Received 0 Likes
on
0 Posts
Used to operate 200/300/400/500 there and now 700. Landing distance not a problem unless the weight is high. There were times when it was 'tight' having enough fuel on landing in a full 400 to have enough to divert and with a wet runway/heavy aircraft we required the use of a particular runway direction. Only once in my memory did I have to limit payload for a wet runway there. From memory 09 was the better for landing weight? Haven't been for a while. Flap 40, autobrake on 2 and the usual precise touchdown point and speed.
The 737 is a good 'stopper'.
The 737 is a good 'stopper'.
Heard a tale (late 70's if memory serves) that BA once operated LHR-JER-LHR with an L1011 to clear a days worth of fog-delayed pax. Always wondered if it really happened?
"I say, Nigel, are you sure, the end looks awfully close
"
"I say, Nigel, are you sure, the end looks awfully close
"
Thread Starter
BOAC - many thanks for the response. Out of interest is it a place where new first officers would be allowed to land or is it experienced FO's or even captains only?
Wycombe - your memory does serve you correctly! There was one L1011 movement in around 1978. Not sure of the circumstances but it definitely went in!. A light L1011 had monsterous take-off power.
Wycombe - your memory does serve you correctly! There was one L1011 movement in around 1978. Not sure of the circumstances but it definitely went in!. A light L1011 had monsterous take-off power.
Join Date: Apr 2007
Location: UK
Posts: 81
Likes: 0
Received 0 Likes
on
0 Posts
I'm pretty certain that my father took an L1011 into Jersey - would have been between 1974 & 1976 - will check through his old log books and let you know. He was always full of praise for its abilities in both stopping and, after many years on Tridents, getting off the ground as well.
The BA L1011 was used after the airport was closed for 24 hours on a peak summer Saturday due to fog. The Tristar took up 3 (If I recall correctly) of JER's parking stands.
Join Date: Nov 2005
Location: Isle Du Cyber
Posts: 933
Likes: 0
Received 0 Likes
on
0 Posts
A lot of airlines operate the 737 into Jersey from the 200 up to the 800.
Yes there are some restrictions the 400 with a full load inbound has one stab on the ILS and then diverts.
The runway length is 1706 Metres.
British Caledonian brought in there Airbus 310 all those years ago for the same reason fog delays.
From what I can make out there was restrictions on the L1011 and it goes like this, it could only bring in a small load but take out a full one,and it was only certain Tristars that could do the trip as some of them had differant flap settings I think.
A 737 landed on Rwy 27 the other day inlight winds and turned off at the apron intersection and that would be less than a 1000 metres.
So a 737 can stop in a short distance if needed?
Yes there are some restrictions the 400 with a full load inbound has one stab on the ILS and then diverts.
The runway length is 1706 Metres.
British Caledonian brought in there Airbus 310 all those years ago for the same reason fog delays.
From what I can make out there was restrictions on the L1011 and it goes like this, it could only bring in a small load but take out a full one,and it was only certain Tristars that could do the trip as some of them had differant flap settings I think.
A 737 landed on Rwy 27 the other day inlight winds and turned off at the apron intersection and that would be less than a 1000 metres.
So a 737 can stop in a short distance if needed?
Join Date: Jun 2001
Location: Morton-in-Marsh
Posts: 185
Likes: 0
Received 0 Likes
on
0 Posts
BA Tristars were almost regular visitiors after a "clamp" for certainly a couple of years and maybe more, but then there was a change in flap operation that meant they couldn't use Jersey's runway any more.
The L1011s could handle the runway easily (from an observer's standpoint). What was more fun was the Trident! OK, it was only the 2Es, but you got the impression that the pilots were sweating a bit more in the Trident than the Tristar.
Best of all was often the BAC 111s of BCAL! They used to add 50% of the crosswind to their Vat, and as Jersey likes crosswinds, adding 15kts was not unusual, and maybe they added another 10kt for the wife and kids. Heavy braking, lots of noise, masses of perspiration.
And sometimes, on take-off, they would not get off the ground until about 100m from the end of the runway. It was always entertaining, sitting in the Aero Club with a pint in your hand, watching the BCAL 111 pasing the window, still on the ground, going EAST!
The L1011s could handle the runway easily (from an observer's standpoint). What was more fun was the Trident! OK, it was only the 2Es, but you got the impression that the pilots were sweating a bit more in the Trident than the Tristar.
Best of all was often the BAC 111s of BCAL! They used to add 50% of the crosswind to their Vat, and as Jersey likes crosswinds, adding 15kts was not unusual, and maybe they added another 10kt for the wife and kids. Heavy braking, lots of noise, masses of perspiration.
And sometimes, on take-off, they would not get off the ground until about 100m from the end of the runway. It was always entertaining, sitting in the Aero Club with a pint in your hand, watching the BCAL 111 pasing the window, still on the ground, going EAST!
Join Date: Jun 2000
Location: Fratton End
Posts: 438
Likes: 0
Received 0 Likes
on
0 Posts
D.T.A ,
We take G-CELP and LW into Jersey every weekend (B737-300s) with 16 tonnes of newspapers . Expect a firm landing , lots of reverse and don't forget the 30 knts cross wind + 100 mtrs of fog !!
We take G-CELP and LW into Jersey every weekend (B737-300s) with 16 tonnes of newspapers . Expect a firm landing , lots of reverse and don't forget the 30 knts cross wind + 100 mtrs of fog !!
.....I remember watching an NLM F28 take-off from 09 at Guernsey once. I'm sure the mainwheels were still on the tarmac as she got to the upwind end piano keys
737's (albeit I think mainly 500's) were fairly regular there not all that long ago also, mainly Lufthansa IIRC.
737's (albeit I think mainly 500's) were fairly regular there not all that long ago also, mainly Lufthansa IIRC.
Join Date: Feb 2006
Location: Netherlands
Posts: 310
Likes: 0
Received 0 Likes
on
0 Posts
freightdoggy dog
Is G-CELP still used for freight then? I had the joy of paxing (late...
) into AMS this morning on it/her. Can you tell me what the little red things are on the cabin interior trim that are just beneath luggage bin level and wear the label B737-QC? I've not noticed them on the other QC's I've been in, just wondered what their purpose was 
Apologies for the thread drift...
) into AMS this morning on it/her. Can you tell me what the little red things are on the cabin interior trim that are just beneath luggage bin level and wear the label B737-QC? I've not noticed them on the other QC's I've been in, just wondered what their purpose was Apologies for the thread drift...
Join Date: Dec 2000
Location: on the golf course (Covid permitting)
Posts: 2,131
Likes: 0
Received 0 Likes
on
0 Posts
I believe that the main problem with the BA Tristars at Jersey was the high pitch attitude on the approach (higher than the 2 degrees nose up of most aircraft), such that when they flared, the far end of the runway disappeared from view until touchdown.
Might be folklore, but a good story nonetheless...
Might be folklore, but a good story nonetheless...
Tristars operated into Jersey on three occasions between 1979 & 1980 for fog backlog clearance.
The first aircraft G-BBAF took 280 passengers to Heathrow. (total capacity in those days 330)
A310s were not used as baclog clearers. The first aircraft operated to Jersey at easter 1984 beacause of high demand and they operated sporadically until their sale by BCAL.
The ex Northeast Trident 1e's operated into Jersey for a period in the mid 70s.
After their phase out it is quite correct that 2e's operated some trips.
757s & 321s are still irregular visitors to Jersey.
The first aircraft G-BBAF took 280 passengers to Heathrow. (total capacity in those days 330)
A310s were not used as baclog clearers. The first aircraft operated to Jersey at easter 1984 beacause of high demand and they operated sporadically until their sale by BCAL.
The ex Northeast Trident 1e's operated into Jersey for a period in the mid 70s.
After their phase out it is quite correct that 2e's operated some trips.
757s & 321s are still irregular visitors to Jersey.
red bungs
Perkin the little red bungs are for the smoke detector air inlets, installed for pax operations and removed for cargo. Engineers used to find allsorts bunged in by passengers in an attempt to cut down the noise(chewing gum, tissues) prior to the bungs being introduced.
Join Date: Dec 2000
Location: Wherever I lay my hat....
Posts: 104
Likes: 0
Received 0 Likes
on
0 Posts
B757 through GCI
There was a 757-200 that operated through GCI in the early nineties I believe, Privatair from memory. I'm guessing 4 seats and a cup full of fuel...must have been 'sporty'!