RE: Small Challenge…Identify the airlines.

Click on this link and scroll down to the picture.

http://aviation-safety.net/database/1986/860914-0.htm

Having searched on ggogle they seem to have had more than one. Perhaps my jump seat passenger was telling the truth!

RE: What do you prefer?

[updated:LAST EDITED ON 02-10-02 AT 10:41 PM (GMT)]The difference between an aircrafts APS (aircraft prepared for service) weight and the more limiting of Max Take Off Weight or Max Landing Weight leaves a certain weight that is available to carry passengers/baggage and fuel. A high density seating capacity can therefore carry less fuel than a low density one before reaching the weight limit. This is how some manufacturers claim to be able to fly their product from London to Sydney. The problem is that as soon as they put passengers on they can’t!
Let me give you an example. Our 757-200’s have a typical Max Take Off Weight (MTOW) of 112 tonnes. The Max Landing Weight (MLW) is typically about 95 tonnes. The Max Zero Fuel Weight (MZFW) is about 83 tonnes. MZFW is the maximum the aeroplane can weigh before adding payload and is a limit because the bending load limit on the wing is reached. Lets say we are carrying a full payload (235 passengers and baggage in my company’s fit) and the actual ZFM is at the max (83 tonnes). So long as there is no performance limitation (due to short runway, terrain, etc which further limits MTOW) we can carry 112-83=29 tonnes of fuel before reaching MTOW. The maximum fuel capacity on the 200 series 757 is about 34 tonnes. If we had less seats on board we may have only had an actual ZFW of perhaps 78 tonnes in which case we could fill the tanks (112-78=34). Bearing in mind that we must not plan to land at more than 95 tonnes (MLW) we need to have burned 112-95=17 tonnes en route. If we were only doing a short flight we would be limited to depart at MLW (95 tonnes) plus the amount of fuel to be burnt on that flight.
In a nut shell – no passengers means loads of fuel carrying capacity, loads of passengers leaves little fuel capacity available. As a point of interest, due to good old Boeing performance excess. you generally have greater margins on Boeing products than equivalent Airbus ones!

I wish I could make the explanation simpler but I haven’t even mentioned tanking fuel and the effects of high altitude cold soaked wings yet!

RE: Pic of the day… Canadian Gathering!

I think that A319 looks smart in a kinda classic way.

RE: Quiz

Seriously, what aviation opportunities are there for you where you live?

RE: cougar airline adress

fe – there are a few other operators based in the uk still using Flight Engineers. Airtours still have 4 or 5 DC10’s, Das Air Cargo use the DC10 (don’t know if they still have any 707’s), Air Scandic still have 2 older A300’s (3 crew), European Air Charter have 5 ex-BA 747-200’s, Channex and Air Contractors operate the A300 (but I don’t know if they are 2 or 3 crew aeroplanes).

All the best with the job hunt and this seems to be the place to ask alot of clued up people questions if you need more info!

RE: Quiz

Kabir, no problem I just like to dot i’s and cross t’s! I think your aviation knowledge is quite amazing! Any chance of you doing a license?

RE: Quiz

757-200 and 300 for a lime green UK charter airline!