LTBEWR From United States of America, joined Jan 2004, 12337 posts, RR: 12 Posted (7 years 10 months 1 week 3 days 17 hours ago) and read 2036 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?
Goldenshield From United States of America, joined Jan 2001, 5446 posts, RR: 12 Reply 1, posted (7 years 10 months 1 week 3 days 16 hours ago) and read 1987 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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Orion737 From , joined Dec 1969, posts, RR: Reply 2, posted (7 years 10 months 1 week 3 days 16 hours ago) and read 1968 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.
BCAL From United Kingdom, joined Jun 2004, 3384 posts, RR: 18 Reply 3, posted (7 years 10 months 1 week 3 days 15 hours ago) and read 1926 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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