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Old 16th Dec 2013, 20:40
  #1461 (permalink)  
 
Join Date: Oct 2005
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SYD DEC's

I see on their website that Tiger have vacancies for direct entry Captains in SYD.
Seems like a rare opportunity.
Does anyone know how far away the new EBA is and whether the rumoured fixed roster is part of it?
Any idea how many they are looking for?
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Old 17th Dec 2013, 03:38
  #1462 (permalink)  
 
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They have around 100 pilots and 10 aircraft currently, it will be 13 aircraft by March so expect no more than 30 odd.
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Old 17th Dec 2013, 04:15
  #1463 (permalink)  
 
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10 aircraft currently, it will be 13 aircraft by March so expect no more than 30 odd.
12 in fleet currently.
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Old 17th Dec 2013, 08:01
  #1464 (permalink)  
 
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Yes but they are not crewed for 12 aircraft, they are currently rotating aircraft through Manila for maintenance and one just arrived with no extra flying in the programme.
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Old 19th Dec 2013, 09:53
  #1465 (permalink)  
 
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Was informed today that Tiger has around 140 pilots with another 30 coming online over the next few months and that they are looking for another 30 or so.
Big expansion when you look where they have come from.
Still no word on the EBA?
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Old 21st Dec 2013, 16:42
  #1466 (permalink)  
 
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VNR entered service early yesterday - was due to enter on Christmas Eve however due to an A/C having an inop APU was chucked in early.

25 Departures alone from MEL today, the tiger is growing...
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Old 14th Feb 2014, 13:33
  #1467 (permalink)  
 
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Tiger's next 320 is on the line in Germany, Rego to be VH-XUG.
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Old 14th Feb 2014, 13:53
  #1468 (permalink)  
 
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I've read a post elsewhere on PPRuNe of a large number of Qlink pilots going through the Tiger recruitment process at the moment, any truth to this?
I guess this is a bit of a thread drift, but is just bloody stupid the system at Qantas, the way there is no career progression for Qlink staff into QF mainline/Jetstar/Cobham. But instead, if they want to progress onto bigger and better things they have to jump ships at a big cost to the qantas group.

I dont know what accountant calculated it, but surely it would be cheaper to allow career progression for qflink staff then it is for them to keep on being poached by Virgin/Tiger/Air New Zealand etc.
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Old 15th Feb 2014, 05:11
  #1469 (permalink)  
 
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Funny you mentioned Cobham which is not part of the Qantas group but omitted Network which is
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Old 1st Aug 2014, 21:28
  #1470 (permalink)  
 
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A tiger – by another tale...

Hear ye. hear ye – The Kangaroo court is now in session; draw near and be heard.

The piece below is extracted from a SMH article – HERE – and perfectly demonstrates exactly how naive the press is when it comes to dealing with matters aeronautical. The 'writer' even has the hide to ask "know more- contact Fairfax". Bloody Ada – this mutt has walked by a bloody good story, picked out the recognisable bits and left the real tale behind. Lets try and help young spotty the journalist (for wont of better).

The captain responsible for the March 3 Sydney to Perth flight was stood down after he reported the erroneous flight plan. He decided to load extra fuel and did not request a new flight plan because he risked missing the Sydney airport 10pm curfew.
Lesson one – the flight plan would not change, neither Sydney or Perth would have moved very far, nor would the air route selected. As Pilot in Command (PIC) the skipper is ultimately responsible (in law) for ensuring that sufficient fuel is loaded and a check for gross errors in the fuel plan is normal. It is a fairly simple matter to nut out how much is needed and ask the fuel truck to pump in some more. So far completely legal and responsible to the company; rather than delay and miss the curfew the skipper has exercised his command prerogative.
Shortly after reporting the flight plan error, the captain's medical certificate was suspended after an anonymous allegation was made to Tiger, Virgin Australia and the Civil Aviation Safety Authority accusing him of cocaine use.
Lesson two. Anonymous; allegation; accusing. Ask the next officer that pulls you up for a RBT how the police would get on in court, for a DUI offence with that type of 'evidence' and could he suspend your licence against it. When he stops laughing, think about your pilot license and professional reputation. Yet without a skerrick proof, CASA 'suspend' the Tiger pilot's brief.
The captain, who is understood to strenuously deny the allegation, had three months earlier passed drug and alcohol tests.
Lesson 3. Guilty and needing to prove innocence through a difficult, expensive, time consuming, soul destroying process. A simple 'routine analysis' will not suffice; a visit to one of the very, very few specialists in Drug and Alcohol Dependency, a fellow of the RACP Chapter of Addiction Medicine (M.B. B.S FAChAM), who must meet the CASA nominated, unusual, extreme prerequisite formal qualifications to 'satisfy' the Avmed comfort prerequisite. This will, in all probability require quarterly blood tests or some other form of 'comfort' test provided to Avmed for a further 12, possibly 24 months, to be sure, to be sure. All of this against an unproven 'allegation'..

A CASA spokesman said it was standard procedure to suspend the medical certificate of any pilot accused of drug use until another drug test was conducted.
Lesson 4 - Bollocks – if the PIC had failed a random and a second test; then quite rightly based on evidence, the medical should be suspended. DAMP statistics alone show that 'real' positives are a very rare event; it seems the strike rate is much better - on the 'accusation' side of the ledger.

Tiger confirmed that the captain and his first officer were stood down after the Sydney to Perth flight. The airline said this was standard procedure to enable both to assist the investigations.
Lesson 5. What's this – both of them; on the Peruvian marching powder: or were they both accused of discussing the botched flight plan then exercising their right, under legal obligation to add the extra fuel required. Perhaps Tiger think the right thing to do would be delay the flight until new 'paper work' was generated, then refuel and then, just for fun, send the passengers to the nearest hotel due to curfew restrictions at Sydney.

The first officer has returned duties at Tigerair and the airline is understood to have asked the captain to return once he complies with CASA's requirements to reinstate his medical certificate.
Lesson 6 – see lesson 3, clearly the FO was not a dope fiend and not ultimately responsible for the safe dispatch of the flight nor it's timely arrival, before curfew in Sydney.

Attempts by the captain to find out the source of the drug allegation have been unsuccessful, with CASA refusing to disclose whether it was someone in Tigerair management or elsewhere responsible.
Lesson 7 – Not only an unnamed accuser, but denied the right to take civil action against 'someone' who has potentially destroyed a career, professional reputation and prospects of future promotion; not to mention a permanent black mark on the CASA ledger, which can and will be used at any future wrangle with the Regulator. Is this fair, reasonable or just? you know it ain't.

CASA has refused a freedom of information request lodged by the captain for all documents regarding the drug use allegations because it would involve an “unreasonable disclosure” of personal information about the source of the complaint.
Lesson 8 – Now insult is added to the injury of a man not yet proven guilty; there is a case where the FOI act was used to establish 'the facts' of an 'accusation'; the results are far from salutary and the picture which emerged was really, really ugly. Now that one was CASA doing the 'accusing' and those documents were released; so why are these documents being denied to the PIC.

CASA also said release of information could harm Tiger’s business affairs and affect its ability to enforce aviation safety laws.
Lesson 9 – This puerile excuse has never, ever prevented CASA putting the boot in, when it suited; CASA were quick enough last time Tiger was bullyragged, in public. I can't believe that they now have, all of sudden - 'come over all sensitive like'.

So there you go young Spotty, there is a real story out there. Why not do your own digging instead of plaintively asking "Do you know more"; get off your arse, your Pulitzer prize awaits.

Read more: Safety questions hit Tigerair

Apologies for a long post. it is shorter than I would have liked; but, only being a glorified bus driver, with the attention span of a well trained racing rabbit; I leave it up to you guys and girls to have a say.

Selah – and a pagans prayer in hope of continued sanity.

Last edited by Kharon; 1st Aug 2014 at 21:45.
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Old 1st Aug 2014, 22:13
  #1471 (permalink)  

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What is a "hydro-tow bar", referred to several times in the SMH article?

Some years ago, post implementation of DAMP, a colleague was mischievously accused of drug use. CASA contacted him, somewhat apologetically, advised him of the allegations and the need to undergo drug use testing (not sure what form but I think blood/urine tests). As best I can recall, he wasn't stood down, and I don't think CASA even advised the employer.
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Old 1st Aug 2014, 23:25
  #1472 (permalink)  
 
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All the serious and informed aviation journo's are swanning about in Kiev luxury hotels. Things must be getting nasty at Tiger if pilots are accused of cocaine use by anonymous informers and the Chief Pilot has to issue emails to tell people to stop yelling at each other. I wonder if the email was written entirely in uppercase? The ironic thing is the Chief Pilot has a lot of experience in HF and CRM course delivery in Asian airlines.
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Old 1st Aug 2014, 23:44
  #1473 (permalink)  
 
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Capt. Claret, mate your behind the times.

A Hydro-Tow bar is a green party approved device powered by a water wheel. Rain water captured from the terminal roof is used to turn the wheel.

A system of pulleys, gears and clockwork uses the rotation of the wheel to wind a giant spring located within the tug.

When the spring is released it drives the aircraft back, completely carbon free, no emissions at all.

So is this the new CAsA paradigm for bastardization?

Here's someone who may or may not have done something naughty.

Like actually having the temerity to use their initiative, to provide a service to the customers, which they paid money for, of the company he works for, and actually transport them safely and efficiently to their destination.

CAsA cant have that happening, I mean Pilots actually making decisions!!

Quick, find someone to accuse them of drug use.

Use that as an excuse to pull their medical.

Make the conditions for the return of that medical so onerous that with luck they'll either go broke or give up and do something else.

But if they get antsy, and want to argue, use they secrecy provisions of the CAsA mandate and withhold any chance that they might confront their accuser, or seek redress for false accusation.

Mr Attorney general is this what Australian "Rule of the regulator" descended to.
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Old 2nd Aug 2014, 00:08
  #1474 (permalink)  
 
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Addendum:

Sorry Mods; thought (for some strange reason) the Tiger thread was locked – my error; too much..

Good catch Lefty – it's one of the more 'intricate', subliminal questions that needs a response. I wonder if the powers that be have the balls or mental horsepower to look deeply into the 'peripheral' issues surrounding this event (assuming the SMH have not made a dogs breakfast of the tale). The 'culture of fear' spin offs, where a command pilot uses his lawful discretion cops a bollocking and a trip to the Vet to boot. The potential impact on moral that this and other 'side' issues have on overall safety is not often addressed, despite being very real. It may be an issue you and I could sort out over a beer; but any reasoning beyond blind compliance is forbidden, don'tcha know.. This stinks, in so many ways; it really does.
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Old 2nd Aug 2014, 00:27
  #1475 (permalink)  
 
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A 14 tonne change is a large change. It will significantly change every figure on the fuel log - burn, contingency, FR & holding if required. It the flight was an EDTO flight, it will also significantly change the EDTO fuel calculations. While it is still possible manually work out the changes to most of these fuel figures or simply throw enough fuel on that there is way more than the required fuel on board, there will be no accurate breakdown of the various figures.

If the flight was in fact an EDTO flight, there is a requirement to have accurate diversion fuel figures to hand & most, if not all, manuals state that a computer flight plan is required to carry out the flight & that a new flight plan is required for significant changes.


There seems to be more going on here than what has been reported. I have noticed that these sort of reactions tend to happen when there has been some sort of 'history' with an individual & others are just waiting for the opportunity to get some 'payback'. Who knows what was going on here.

Whatever the situation here actually was, the lesson for everyone is to be very careful when trying to 'help' the company and/or the passengers out. It is often better to just ask for a new plan & cop the delay. If you don't make curfew, just do the divert & leave the mess to the company to sort out. Management love it when you make it work, but usually drop you like a sack of hot potatoes when it doesn't.
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Old 2nd Aug 2014, 00:48
  #1476 (permalink)  
 
Join Date: May 2002
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Lesson, learnt. DO NOT DO ANYTHING THAT HELPS. Simple.

Missed the curfew, not Captains fault. Instead he tried to fix the issue and look where it got him.

Last edited by Servo; 19th Aug 2014 at 12:27.
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Old 2nd Aug 2014, 01:58
  #1477 (permalink)  
 
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Oakape - "A 14 tonne change is a large change."
Cheers OA, thanks for the insight. If it was (and not doubting) then perhaps tea and biccy's were in order; the SMH story didn't mention the uplift. Ass-u-me – I assumed they were only a ton or three short (top off). Even so; that should remain an internal company matter, not really a matter for the SMH. Stand corrected on the fuel – but the rest – stinks to high heaven.
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Old 2nd Aug 2014, 02:12
  #1478 (permalink)  
 
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A 14 tonne change is a large change.
How much fuel does an A320 hold? The min fuel to PER (just guessing) might have been around 12 to 13 tonne anyway, I can't see an A320 being able to take another 14T unless the tanks are bigger than I thought?

Unless iam missing something with this story. (Which is highly likely)
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Old 2nd Aug 2014, 02:31
  #1479 (permalink)  
 
Join Date: Jul 2008
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It was a 14T change to the TOW not a 14T change to the fuel load. It happened in J* once except the Captain loaded the plan fuel and didn't question the ZFW change. The "Insufficient Fuel" message on the scratch pad
once he loaded the winds in the climb finally got his attention.
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Old 2nd Aug 2014, 02:37
  #1480 (permalink)  
 
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I'd have done what the skipper did. And I reckon so would many others. I'm required to carry enough fuel to meet the relevant contingencies. As captain I would probably by now have a good feel for my aircrafts fuel requirements. So a manual work out of my load, shove on as much as I then can, I would say I meet all legal contingencies - right or wrong, that's what I'd have done
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