If anything the business will wait until the dust settles to see which cost efficiencies work best... perhaps its worth keeping in mind the initial base establishments costs are quite high, additionally that the base was opened when there were 4 QF flts a day to Asia... 3 of which were crewed by QFCCUK and QAL was the majority operating 747 flts. Now we have QCCA to the mix in addition to QFCCUK each with their different cost efficiencies with associated advantages.
Its best to keep in mind the cost efficiencies primarily lie with the labour cost per hour of the work group, not with hotels & allowances - a common misconception.
Last edited by dizzylizzy; 23rd Sep 2012 at 20:39.
Flight time from LHR to DXB is somewhere between 6:30hrs and 7:15 dependant on the time of year and the subsequent prevailing winds.Factor in a 90 min turnaround time and the duty is around 16hrs. If it does not become a shuttle then slip time will be determined by flight frequency.If its daily frequency with a fight time EX LHR of say 7:00hrs the slip would be around 20hrs If the bean counters consider one or the other do able the base will close itself down through an accelerated attrition rate.With the cessation of through traffic from Asia to the UK flights will reduce as will destinations for LHR based CC. The numbers required for the base will also decline.The base as an operational entity then becomes marginal. Good Luck.
Any talk of "Dubai returns" and turn around times etc. is a complete waste of time. Both aircraft arrive into Dubai and then continue to either Melbourne or Sydney
A 20 or so hour slip as you suggested is probably likely. That would mean trips would be shorter and worth less hours. Thus more trips on an 8 week roster.
Back in the days when the LHR base crew flew to HKG, Qantas were able to roster a 20 hour slip because of the way the schedule worked in and out of Australia/UK. After a while this reverted to a 44 hour slip due to crew fatigue issues. However the Dubai flight are obviously a lot shorter so I doubt the company would apply the same benefit to rostering these trips
The arrival gates for the north and south services are adjacent to each other. The LHR CC bring the southbound aircraft in.The northbound aircraft arrived an hour before and has been cleaned and dressed.The southbound CC disembark their passengers,walk next door to the northbound aircraft(do the mandatory safety and equipment checks) and begin boarding passengers for a continuation of the northbound service to LHR.It is feasible and if found to be cost effective it will be introduced.Airline mangement are not benevolent people.All they care about is the bottom line
Cost Benefit analysis. QF management are dodgy at best.Look at how they run Jetstar and how they bend the work rules of their pilots and CC. I'm not saying for a minute that its moral,fair or reasonable but if they can get away with it they will
Last edited by captainrats; 8th Oct 2012 at 23:43.
It is not possible, repeat not possible, under UK FTL's to operate to the the Gulf and back in one duty period.
Please be aware that there are some contributors to PPRuNe who will intentionally post inflammatory rubbish in pursuit of their own personal agenda: There is an established history of such activities on QF related threads and a cursory look at previous posts from captainrats will very quickly show you where things are coming from in this particular instance.
This doesn't mean that there won't be changes in the future for UK based QF crew - I have absolutely no idea what the future hold for any of us, including myself. What is absolutely certain however is that under present UK FTL's, nobody will be operating round trip Gulf flights, a duty period that would be closer to 17 hours on a two sector duty.
Lets not forget the internal '5yr plan' is still under draft stages & most likely stay this way for a while yet under the 'dust settles' post winter schedule 2013 and the full implementation of the asian point2point strategy. In the mean time, secondments galore for everyone to keep the numbers fluid & flexible.
After all it all depends on base numbers & cost efficiencies, just like we saw in 2008/9 with QAL operating a majority of LHR flights and LHR operating a significantly smaller portion, LWOP, PT and 75% rosters were offered to LHR first before QAL.
I take no pleasure in others misfortune nor do I seek to make sport of it. My concern is with rthe appalling Qantas management who throught their lack of aviation acumen and their total disregard for their employees has destroyed an airline whose proud history and name I love and cherish. If I have caused angst or concern with my posts I unreservedly apologize. The issue here about shuttles from LHR to DXB appears to have been resolved with the intervention of the moderator
Actually TightSlot, Cabin Crew UK employees, even though based in the UK, operate on VH (Aussie) registered aircraft, therefore come under CASA (Aussie) rules regarding everything, including Flight Limitations. Thats why they can get away with rostering CCUK crew up to 240hrs in a two month roster. As CASA doesnt have much in concrete about Flight Duty Limits for cabin crew, it would depend on what is in the local contract there is in regards to multi-sector flight limits. Aussie based crew couldnt do a 17hr mutli sector day (the limit here is 14 hrs planned duty for a multi sector day...but thats only in our contract/EBA...nothing to do with CASA). So basically, if it's within their contract limits they can do it. Although I am sure their union would have something to say about it. I'm not too sure what their current contract says about multisector duties.
Who says that LHR crew will just operate to DXB ? They could easily cross crew and send crew through to SYD or MEL as 7-8 day trips.
There are planned ground schools for secondments for MAM to QCCA A380, QD/QAL to A380 and also AKL based Jetconnect crew will be converted to A380 from November( not sure if it will be a sole A380 endorsment or additional endorsment on top of their current 767/330/744 ).
With the massive increase in crew numbers for A380 fleet I suspect all crew regardless of base will follow QF1/2/9/10 to the final destination in future patterns.
Slipping north and south bound CC in DXB means only one hotel and two sets of allowances.If LHR based CC continue onto SYD and/or MEL it means more hotels and more allowances.With each CC returning to there home ports costs are minimized. The penny pinchers in finance will be onto that.Also a rumour floating around that the DUgong may fly to JNB.Yes the rumour has been around for a while but it persists.
With the reduction in flights leaving only 2 LHR services and the new DXB route further reducing layover/alowances I would expect QFUK would be a little less desirable for many - especially commuters.
I mean if you are used to doing long haul with 2 nigth layovers and having a few days off after back - moving to 1 night layovers with less allowances and less days off back at base will not be apealling.. I'm not 100% sure on QFUK's minimum days off etc but if it were say 2 days you could probably get 12 trips i an 8 week roster.