Aviation

Qantas Airways A record breaking repatriation flight has flown 15,020 kilometres

A record breaking repatriation flight has flown 15,020 kilometres from Buenos Aires to Darwin and touched down after 17 hours and 25 minutes in the air.

Since March 2020 the airline has operated hundreds of charter and repatriation flights of behalf of the Australian Government to bring Australians home during the COVID19 pandemic, flying to 31 destinations overseas, including 19 that aren’t part of the airline’s regular network.

QF14 carried 107 passengers and flew non-stop from Buenos Aires to Darwin. The flight was 522 kilometres further than the airlines regular scheduled non-stop Perth to London flights which took off in March 2018 before they were paused due to the closure of Australia’s international border.

Qantas has a history of setting and breaking records for long-haul flights. In 1989, a Qantas 747 delivery flight flew non-stop from London to Sydney in 20 hours and nine minutes.

Qantas also operated two Project Sunrise research flights on a Boeing 787 from New York and London direct to Sydney in 2019 with a greatly reduced passenger load and a flying time of over 19 hours each.

The repatriation flight took off at 12.44pm local time in Buenos Aires, tracking south of Argentina, skirting the edge of Antarctica before crossing the Australian coast at 5.28pm (AEDT) and landing in Darwin at 6.39pm local time last night.

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The first ever non-stop Qantas flight between Buenos Aires and Darwin flew entirely in daylight with smooth conditions, experienced average head winds of up to 35 kilometres per hour and temperatures as low as -75 Celsius while flying over Antarctica.

A team of flight planning analysts spent the past month conducting extensive route planning based on weather and wind conditions across the Pacific Ocean and Antarctica.

Captain Alex Passerini said Qantas has a proud history in pioneering ultra-long haul flights due to the geographical location of Australia to the rest of the world and this one was no exception.

“Qantas has always stepped up to a challenge, especially when it comes to long-haul travel, and this flight is an excellent example of the capabilities and attention to detail of our flight planning team. There were some truly spectacular views as we tracked across Antarctica, which was an extra bonus for our passengers who were very glad to be coming home.”

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QF14 also marks the first time that a flight has landed in Darwin from every inhabited continent in one year, all operated by Qantas.

FAST FACTS:

QF14 from Buenos Aires – Darwin took 17 hours and 25 minutes over a distance of 15,020km.
The flight was operated on a Boeing 787-9 registration VH-ZNH, named “Great Barrier Reef.”
A total of 107 passengers were on board, plus 4 pilots who were on rotation during the flight and a team of 17 cabin crew, engineering and ground staff.
The route departed Buenos Aires, flying over the Pacific Ocean and Antarctica before crossing the Australian coast near the Great Australian Bight and descending in Darwin.
The aircraft operated with a maximum fuel load of approx. 126,000 litres.

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Related Topics:Australia boeing 787 qantas

Aviation

Why Embraer’s E175-E2 Faces Challenges in the U.S. Market

Embraer, a renowned Brazilian aircraft manufacturer, has a strong reputation for building regional jets that connect smaller cities worldwide.

While its aircraft are widely used in various countries, the United States imposes restrictions on certain Embraer models, particularly the E175-E2. In this article, we’ll explore why this aircraft is blocked from entering the U.S. market.

The Embraer E175 vs. E175-E2

The E175 is allowed in the U.S. and is a popular choice for regional airlines operating short-haul routes.
The E175-E2, a more advanced and fuel-efficient version, faces restrictions due to scope clauses.

1. Scope Clause Restrictions

Scope clauses are agreements between major U.S. airlines and pilot unions that limit the size and weight of aircraft used by regional carriers.

These clauses cap the maximum takeoff weight (MTOW) at 86,000 pounds.
The E175-E2 exceeds this limit with an MTOW of 98,120 pounds (44,600 kg), making it ineligible for regional operations.

2. Fleet Compatibility

U.S. regional carriers typically operate under agreements that favor aircraft compliant with scope clauses.

The original E175 meets these criteria, making it easier to integrate into existing fleets.
The E175-E2, despite its improved efficiency and longer range, is considered incompatible with current contracts.
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3. Market Dynamics

Modifying scope clauses would require complex negotiations between airlines and pilot unions, a process that can be time-consuming and contentious.

Major airlines have shown little interest in pushing for these changes, especially with other compliant aircraft available.
The lack of demand has led Embraer to suspend the development of the E175-E2 in February 2022.

Similar Challenges Faced by Competitors

Embraer isn’t the only manufacturer affected by scope clauses.

Mitsubishi’s SpaceJet program was similarly halted in 2023 due to the same restrictions.
Larger regional aircraft like the E190-E2 (MTOW: 124,340 lbs) are also excluded from regional contracts, further limiting options.
In the U.S., airline and pilot union agreements restrict regional carriers to aircraft with a maximum of 76 seats or a maximum takeoff weight (MTOW) of 86,000 pounds (39,000 kg).
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The Embraer E175-E2, however, exceeds these limits, offering seating for up to 90 passengers in a single-class layout and an MTOW of 98,120 pounds (44,600 kg).
Due to these restrictions, Embraer suspended the E175-E2 program in February 2022, citing scope clause limitations as the primary reason for pausing development.

The Decline of Small Regional Jets

The U.S. market is shifting away from smaller, 50-seat regional jets.

In 2019, there were 660 active 50-seat regional jets.
By November 2024, this number had dropped to 260, creating a gap in the regional aviation market that remains unfilled.

Impact on U.S. Aviation

The inability to introduce newer, more efficient regional jets like the E175-E2 is impacting both airlines and manufacturers:

U.S. airlines must adjust flight routes and seating configurations to accommodate older aircraft models.
Boeing, a domestic competitor, also faces challenges as demand shifts towards larger aircraft, reducing regional jet sales.

Conclusion

While the E175-E2 is permitted and operational in many countries, it remains blocked in the U.S. due to regulatory limitations. This situation highlights the pressures faced by domestic manufacturers and airlines as they struggle to balance efficiency, regulations, and market demands.

What do you think about these restrictions? Should the U.S. update its scope clauses to allow more advanced regional aircraft? Share your thoughts in the comments!