mnewbery

https://en.m.wikipedia.org/wiki/Said_Hanrahan

In answer to the question about hangars, "they" being the airport owner (and I suspect in the case of Avalon this comment is for the prime lease holder) DO NOT build hangars unless for storing their own kit. The owners of Canberra International airport have some nice toys but the hangar used is run by a different company. The other side of the airport has the Defence VIP wing and DSTO which has been there since before privatisation of that airport. So in general company X comes along with an aviation compatible activity like an FBO or a paint shop and proposes to build a hangar at the airport and makes private arrangements with the owner about the details. They might even have an agreement to store aeroplanes in them! The owner could be the local council, Defence, a Pty Ltd company or a farmer with a grass strip. The owner does not, generally, build hangars and hold out to prospective tenants. One reason is that each hangar door is custom built for the user who pays to have it built. Corporate Air use very specific hangar designs because of the planes their clients fly. Do I want to store and fix King Air 350's or protect a fleet of several Cessna 150s? How about two Drifters and a Jabiru?

Without reference to previous posts. This quote appears in the Wikipedia article: I'm guessing that's 56k pax total for about a year. This is the first new airport in a while. Avalon was privatised in 1997. I don't know what the year on year growth for movements or passengers was for Avalon in its first 12 months of privatisation or if the recorded numbers are reliable. Given the comparisons between the Geelong-ish and Darling Downs catchment areas (for passengers and freight) ONLY it could be an academic exercise to use the performance of one airport to predict the performance of another ... Or not. For example the Department of Defence stills owns Avalon which is leased by Linfox. So they are quite different, actually. Like apples and oranges, even. Also of note, RPT carriers are or should be QANTAS Link, AirNorth and Rex visiting Wellcamp in 2016. The interested reader can look up which RPT uses Avalon.

The previous poster answered a question with a question

https://en.m.wikipedia.org/wiki/Brisbane_West_Wellcamp_Airport These organisations respectfully disagree with the comment about a single heart attack in their organisations or Wagners: Bechtel, Chyoda (Japan), JGC (Japan), CBI, Technip, QGC, Santos, Leighton, INPEX, JKC, MacMahons, John Holland, Incitec Pivot, WDRL, Ausenco, McConnell Dowell and Fluor. Wagners has over 1000 staff. Some are very talented including those with prior experience from other airport operations. How many staff does your company have? Remind us, we forgot.

Enough time for a leisurely coffee and cake while waiting for the flight to arrive.

http://www.jordanlakeaero.com/duo.html Caveat: No knowledge of or association with this type

Without judgement, the "way back machine" provides this reading of a tiger moth incident from last year: http://www.thechronicle.com.au/photos/tiger-moth-crash/27457/#/0

A post contained two unrelated statements. One showed a graph on the effect of cheap fuel on share price given no other variables changed much. The other was a question about internal business decisions around balancing considerations of load factors, nett revenue per seat mile and appetite for risk in an economy transitioning between primary industry construction and services or processing/value adding based activities. The audience is now aware of who doesn't know anything about running an airline. Mis-interpretation is no longer a risk. Also these issues have nothing to do with the third statement. These two statements have no direct effect on the cost per tonne landing fees charged by the airport. Again, more internal business decisions. The landing fees are published already. There is no per-passenger cost published. It is POA. The audience is now aware of who has a truly regrettable failure or inability to imagine Australia has another Lara Corry, John Wagner or Malcolm Sharp and no understanding of how they built on previous relationships to achieve mutually beneficial goals. With such a failure of imagination, it's easy to understand why one cannot see when or how things are going to "pick up". Other have imagined the future. It is not their job to share that vision with anyone other than their creditors and associates.

The planes have these things inside them too. I think they are called baggage holds. People pay to have freight like live lobsters and high value fruit, tractor or marine parts and even suitcases on consignment go in there. In the dark. Without a passenger who owns it on the plane or anything.

Trust. Don't trust. Plane flies and either goes the way of Rex and Sharp or Brindabella and SkyTrans. All had cancellations much the same as the worst one mentioned above. Virgin Embraer spares are in Brisbane. They will happily sell and deliver them to anyone, almost anywhere. A part can be in Toowoomba in less than 3 hours. For Townsville and Avalon I'd expect even less time. A maintainer can accompany the part if required. You just need to ask. This is common for Australian operations

And run your own airport, while I'm at it

Airnorth’s infrastructure includes a purpose-built 3,500m² hangar at Darwin, all maintenance services, with all communications, IT systems and ground service. Dispatch reliability covered here: https://bitre.gov.au/statistics/aviation/otp_month.aspx IF for the sake of easy maths Virgin got 80% dispatch that is 20 cancellations per 100 flights or comparing to Airnorth, 80-ish cancellations per year. It is what travel insurance is for. This has nothing to do with only having four E170s or three and one in scheduled maintenance. Two would be flying and the other on non-scheduled charter. Run your own airline then get back to us with details on how you went. Better yet send your details to BITRE and let them report on it. The highest actual cancellation rate was something like 3% according to the link and it wasn't Virgin. It was the airline with the oldest and crappiest planes, naturally

...they will send another plane just like qantas link does now

Probably worth it but they have been known to waive the fees on certain days. Contact Trevor Bange at YCFN. He may know when the next time might be, if ever

http://australianaviation.com.au/2015/12/airnorth-to-serve-melbourne-and-cairns-from-wellcamp/ http://blogs.crikey.com.au/planetalking/2015/12/24/top-end-airline-to-link-wellcamp-to-melbourne-and-cairns-with-e-170s/

The rotor head has a TBR of about 25 hours I think

http://www.odd-bike.com/2014/07/hunwick-hallam-hunwick-harrop-aussie.html

My comments are specific to the wire braced Drifter with 582 Rotax. Again specifically flying from Clifton YCFN. Altitude 1450 AMSL. At 39 degrees OAT on the ground, I don't take off. Everything is too uncomfortable. It's hard to keep up the concentration, water intake and ideas. Nothing to do with the DA being near 4500 feet although the performance is just like that. Also if the wind is near calm, it's time for the dust devils to come out and play. At 35 degrees I would reconsider flying two-up however the higher wing loading makes the bumps a bit more bearable. But the climbs take forever and the landing roll is noticeably longer. Also at 3000 feet AGL it's 6 degrees cooler up there and a bit of a rude shock to come back down. Flying around Darwin YMKT at sea level up to the CTA limit in a strut braced Drifter was very comfortable at 35 degrees with a long sleeved shirt to keep the sun off. Plenty of performance available and no noticeable differences.

I went out into the training area yesterday (Tuesday) in a Hawk XP. I now have a deep appreciation for doing my exam in something a lot slower and a lot less complex. On the subject of KDRs, see part 61.235 2(b) (i) and 2(b)(ii). If it is of interest, great. It just says "no practical exam if you can't show that you know the right answers on the day"

Casa form 61-1488 is the flight test report. Cover everything on the form for single engine plane plus all of your KDRs before the exam. There is a very HIGH probability that you will be grilled on every KDR in your theory exam.

A person with a busted Drifter who is hanging out to fly might use this as an excellent opportunity to ... Oh I dunno ... Rent a Drifter with someone in the back seat who can sign off their BFR. I know nothing. I see nothing. Assume the same. I also don't have acces to a Drifter to rent where I am. I wish I did

What of it? The hangar is visible from the cafe at Lanyon homestead

If someone is already in there you might need to wait your turn. At 100 knots its about a rate 1 turn inside the harbour