A great interview on all accounts, but there’s one clear stand out reference: “A good dual-brand airline is like toothpaste: you can choose between 20, 30 distinct brands on the shelf at the supermarket but they are quietly owned by one or two manufacturers. But you’d never know it.”
Category / Australia
After a final celebration in Qantas’ Hangar 96 in a few hours Qantas’ first B747-438 VH-OJA ‘City of Canberra’ will touch down in Los Angeles ending 25 years, three months and 20 days of commercial service. Holding a distance record, only surpassed by Boeing’s 777-200LR record in 2005, and speed record that it still holds, -OJA […]
Airbus A350 world tour landed in Sydney this morning at 06:36. The fifth test aircraft MSN5 which is undertaking the three week long route proving campaign touched down after flying direct from Johannesburg in a little over 12 hours. MSN5 was unrestricted by ETOPS operations as they were test flights carrying only crew and Airbus technical staff. After […]
What better way to celebrate your 75th anniversary than rolling out your first jet aircraft. Yesterday in celebration of the milestone anniversary and Swiss National Day, Pilatus rolled out its new Williams International FJ-44-4A powered PC-24 line CN: P01 at Buochs airfield. The slightly delayed rollout kicks off a two-year type certification campaign with first flight […]
Air New Zealand brought its new 787-9 to Sydney for the first time today kicking off a series of ad hoc route proving flights before the aircraft enters commercial service. The airline says “the 787-9 is schedule to operate between Auckland and Sydney on a surprise and delight basis from 9 August.” Ad hoc services to Perth will […]
When you think of aircraft graveyards your first thought is probably Victorville, California – the Walmart of second hand aircraft – not Alice Springs, home to the only aircraft graveyard in the Southern Hemisphere. Last month, the Asia Pacific Aircraft Storage (APAS) facility – received its first resident an EMB-120 Brasilia. APAS is capable of holding 250 large aircraft […]
For years Australia’s aviation industry, indeed the industry worldwide, has tepidly danced around the issue of what to do about the falling number of young people attracted to aviation. It’s not a new issue. But it’s an issue following a repetitive script, with an incomprehensible lack of engagement of the young people walking away to […]
I thought a recent flight from Perth to Mauritius provided a great basis to highlight the impact of ETOPS restrictions on airline operations in the Southern Hemisphere. There is no trans-polar or oceanic route in the Northern Hemisphere that requires more than ETOPS 240 approval (four hours from flying time from a suitable airfield), and […]
Today marks ten years since Virgin Australia (Blue at the time) launched it’s first international flight, DJ007 between Christchurch and Brisbane on January 29, 2004.
Across the Tasman, Virgin’s competitive bullseye wasn’t locked squarely on the Qantas Group, it was also taking on a newly relaunched and reinvigorated Air New Zealand in its highest yielding market place. Pacific Blue grew quickly, leveraging the opportunity to develop reliable low-cost air services to the remote, developing islands of the Pacific, an area of the world that couldn’t support the high-cost operation of either national carrier.
Virgin’s long-haul ambitions came to fruition in 2009 – the worst time to launch an international airline, but it had little choice – with the launch of V Australia services to the US.
The A350XWB flight test campaign continues in earnest, and with more than 850 flight hours now logged it’s time I wrote an update. I was following the campaign and the CSeries more closely in the initial stages, but the number of great resources available online meant I took a bit of back seat.
The static test frame MSN5000 has now successfully completed ultimate wing load testing reaching a five metre deflection the wing, subjecting the wing to loads to 1.5 times greater than expected in service life. Strains were measured by 10,000 measurement channels which correlate load information against structural design models.
The ultimate load is the beyond which the wing is expected to fail, and is calculated at 2.5 times the maximum expected G load. As the Airbus Fly By Wire system limits G loads to +2.5G or +3.5G in a reversion to Direct Law, the ultimate load could be higher than 7.5G. Continue reading “The weekly rollerboard 19 January: A350 special” »