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Adjustments In Loads Due To Extreme Heat  
User currently offlineLTBEWR From United States of America, joined Jan 2004, 13863 posts, RR: 17
Posted (10 years 10 months 2 weeks 2 days 4 hours ago) and read 4310 times:

With the extreme heat we have seen in a number of places in the world, as for example high temps in LAS of 115F daytime and a 'low' overnight of 95F, how much of an adjustment occurs in terms of reduced number of seats that can be occupied, reductions in freight/baggage loads on aircraft in such conditions, especially at high altitude airports?

4 replies: All unread, jump to last
User currently offlineGoldenshield From United States of America, joined Jan 2001, 6170 posts, RR: 13
Reply 1, posted (10 years 10 months 2 weeks 2 days 4 hours ago) and read 4261 times:

That specific number depends on the aircraft's performance in these tempuratures, and how many variables that the dispatcher has to play with.

I take as much as 5,000 pound hits on my birds depending on the city.

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User currently offlineOrion737 From , joined Dec 1969, posts, RR:
Reply 2, posted (10 years 10 months 2 weeks 2 days 4 hours ago) and read 4242 times:

Extreme heat is a particular problem for European charter airlines operating from Med destinations in Summer back to the UK with a full load of holidaymakers in a high density configured aircraft from some of the shorter runways on the holiday islands.

a full load of Brits and all their suitcases full of dirty washing and bootleg alcohol can cause problems for a full 737-300 or 321.

User currently offlineBCAL From United Kingdom, joined Jun 2004, 3384 posts, RR: 14
Reply 3, posted (10 years 10 months 2 weeks 2 days 3 hours ago) and read 4200 times:

I think you might get replies that are more accurate if this thread was posted in Tech/Ops, as this calls for a reply from a professional pilot or similar.

I think that with NG aircraft and high-performance engines, adjustments to loads in high temperatures are probably not so common these days. Going back several years, adjustments were common when operating to/from airports with high temperatures or high altitude. The special DC10-15s produced for Mexicana and others, a version of the DC10-10 but with higher performance engines for take-offs from hot/high airports, immediately come to mind.

Going back even further to aircraft like the Hawker Siddeley Trident, I recall that she was limited in operations at hot/high airports. We were departing IST on a Trident 2 one hot day and after push back and taxi to the main runway, the Captain announced that we were returning to the stand to have fuel off-loaded, as we were too heavy to take off in the temperature. There were only about 30-40 passengers on the plane, a light load, and we were departing for ATH, a short hop on the return to LHR. Returning to the stand, the engineers refused to off load any fuel, so we had to wait for the temperature to drop before we could take off.

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User currently offlineCornish From United Kingdom, joined Feb 2005, 8187 posts, RR: 52
Reply 4, posted (10 years 10 months 2 weeks 2 days 3 hours ago) and read 4184 times:

Johannesburg has payload restrictions on long haul services due to its high altitude - I wonder how much a hot day there affects it even further.

Even in winter, I noticed my recent SAA 747 flight to LHR needed pretty much ALL of the runway to get airborne....

Just when I thought I could see light at the end of the tunnel, it was some B*****d with a torch bringing me more work
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