Debrief

There is far more than having a long enough runway to enable aircraft to climb to the desired flight stages with full payloads, and ideally zero degree initial climb gradients. The critical climb segment is where the aircraft can be in level flight (and with an engine out) at very low altitude while cleaning up and accelerating to climb speed which can extend well down take off path. In extreme cases the aircraft must then return and land after a low level circuit. Once this profile has been built into an airport’s airspace design, it should be preserved free of obstacle incursions whose clearance means reducing takeoff distances, and therefore fuel and/or payload.

Brisbane is a classic case. The airport’s main runway was built to its present alignment for blatant political reasons – not prevailing wind needs. Decided in 1986, that alignment forever governed the parallel runway, the height of the Gateway Bridge (and its later duplicate), as well as the height of some cranes at the then new port. It is essential that the resultant airspace design forever function as planned, along with original takeoff gradient numbers and circling height obstacle clearances.

The high density pushers aren’t too worried about the effects on airports, with many having gripes against the exemptions from most levels of government planning approvals at federally leased airports, particularly for non-aviation developments. Perhaps CASA, in consultation with air traffic control providers and airline performance specialists, should have total say over airspace encroachments, and local and state governments over on airport non-aviation development. But don’t hold your breath.

Q400s Vs E Jets at Mackay – again

As Dash 8-Q400s and E-Jets multiply, Qantas has replaced its 13 weekly Brisbane-Mackay services operated by Alliance F100s flights with 16 Q400 services, increasing weekday frequency (but not capacity) from 2 to 3 daily against Virgin’s 4 1/2 daily. The F100s had replaced Q400s last year when Virgin increased its jet services.

Harvey Bay loses another one

After the “gift” of an ILS disappeared when the mooted flying school at nearby Maryborough was canned, Jetstar is cancelling its Sydney link -in peak tourist season. There has been no acrimony or blaming it on assorted charges, as is often the proffered reason for regional service cutbacks. The fact is the A320 is too big for the route and at four flights per week , it can’t offer daily flexibility like Virgin, who have been able to hold daily frequency by cutting back to E-Jets as loads fall.

The problem is that the Qantas group have no aircraft between the 74 seat Dash 8-Q400 and the 140 seat 737-400 on the east coast. Had Jetstar kept the Boeing 717s, the services may have been saved, but they don’t work on the east coast anymore. Alliance Airlines’ Fokker 100s which Qantas has used elsewhere as gap fillers would have also been suitable, but that arrangement has now ended and Alliance don’t have a Sydney base to operate such flights from.

Doubtless the Qantas group hope many ex Jetstar passengers will now fly Qantas to Brisbane and QantasLink Dash 8 on to Hervey Bay, bolstering numbers on that also cut back schedule. But the Fraser Coast’s wish for a direct Melbourne service has remained just that, despite the very high transient and holidaying Victorian population.

Hervey Bay has always been level headed, not mortgaging the shire to (over)extend the airport or terminal, and recognises that it is primarily a “drive to” resort. The best hope is that Virgin will upsize to 737s again, maybe with a weekend E Jet Melbourne-Hervey Bay service.

When pigs stop flying

Many museums have bid for an original RAAF F-111C to display. While the G model “Boneyard Wrangler’s” colourful history warrants its display at the Point Cook Museum, one of the F-111A attrition replacements, A8-113 which was acquired in1981and since fully upgraded, is very deserving of preservation -preferably in its original tan and green. With the USAF as 67-113 “Roadrunner 1”, it flew the last combat mission of the Vietnam War from Takhli Air Base Thailand on 17 April 1973, and despite a major accident and rebuild is still going strong.

The patriotic Yanks display 113’s last raid partner and might also like it back, but it’s ours now and no longer an A-model.