Qantas Link in Crisis again....now its for Captains!
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Just to clarify a few things:
A previous Eastern Pilot Council warned the incompetents of an impending crewing crisis several years ago. In its typical arrogant manner management dismissed the PC's concerns as unfounded.
Krusty wrote that with seniority, you merely get an opportunity to qualify. Correct (as others in the QLink system have confirmed). If you don't make the grade you won't get through.
When I was on the Pilot Council, we almost came to an agreement that DEC's could be employed to alleviate the crisis. The protections were going to be that anybody "bypassed" due to lack of experience would be: 1. Given bypass pay from date of qualifying (experience-wise) for command, and: 2. Guaranteed a command upgrade within 6 months of that date. Either way, the "bypassee" would not be financially disadvantaged, and his/her career expectations would be met in a reasonable time frame. A win-win for everyone.
That one never got off the ground with Dr. Evil
This, along with the proposed combined Sunstate/Eastern seniority list was dropped by the incompetents in Sidchrome House* as yet another "Can't Do" by Dr. Evil and his thick-headed mate Mini Me. Now the Canberra Base has been closed and a lot of great people's lives have been thrown into turmoil.
Just digressing for a minute: Special note to QF senior management: "Number 42" has screwed up both the Adelaide and Canberra Bases now, as well as ignoring several approaches from his staff regarding the crewing crisis. This has been at how much cost to the shareholders? Surely, you must be wanting his head on a stick in these times of declining profits? Or will you simply do the regular QANTAS sheltered workshop routine and promote him sideways, like so many incompetents before him?
Probably the latter...
"Number 42" should be sacked. But I bet he won't be
Meanwhile, the lack of operational experience (which was forecast several years ago) is now biting Qantaslink on the arse in the safety department.
Newsensation, with your inside knowledge, can you confirm the rumour of an unprecedented number of stick shaker events in the last 6 months - both on sustaining fleet and the Q400? So significant that it has required a change in Geneva crewing rules to prevent inexperienced captains flying with inexperienced FO's? In my 12 years on the Dash we never had a single stick shaker event company-wide. "Horse" and MB could confirm that from a FOQA perspective.
What was a great company has been compromised by a handful of dickheads, merely to satisfy their greedy grab of KPI's.
*A place where you can find lots of shiny tools
A previous Eastern Pilot Council warned the incompetents of an impending crewing crisis several years ago. In its typical arrogant manner management dismissed the PC's concerns as unfounded.
Krusty wrote that with seniority, you merely get an opportunity to qualify. Correct (as others in the QLink system have confirmed). If you don't make the grade you won't get through.
When I was on the Pilot Council, we almost came to an agreement that DEC's could be employed to alleviate the crisis. The protections were going to be that anybody "bypassed" due to lack of experience would be: 1. Given bypass pay from date of qualifying (experience-wise) for command, and: 2. Guaranteed a command upgrade within 6 months of that date. Either way, the "bypassee" would not be financially disadvantaged, and his/her career expectations would be met in a reasonable time frame. A win-win for everyone.
That one never got off the ground with Dr. Evil
This, along with the proposed combined Sunstate/Eastern seniority list was dropped by the incompetents in Sidchrome House* as yet another "Can't Do" by Dr. Evil and his thick-headed mate Mini Me. Now the Canberra Base has been closed and a lot of great people's lives have been thrown into turmoil.
Just digressing for a minute: Special note to QF senior management: "Number 42" has screwed up both the Adelaide and Canberra Bases now, as well as ignoring several approaches from his staff regarding the crewing crisis. This has been at how much cost to the shareholders? Surely, you must be wanting his head on a stick in these times of declining profits? Or will you simply do the regular QANTAS sheltered workshop routine and promote him sideways, like so many incompetents before him?
Probably the latter...
"Number 42" should be sacked. But I bet he won't be
Meanwhile, the lack of operational experience (which was forecast several years ago) is now biting Qantaslink on the arse in the safety department.
Newsensation, with your inside knowledge, can you confirm the rumour of an unprecedented number of stick shaker events in the last 6 months - both on sustaining fleet and the Q400? So significant that it has required a change in Geneva crewing rules to prevent inexperienced captains flying with inexperienced FO's? In my 12 years on the Dash we never had a single stick shaker event company-wide. "Horse" and MB could confirm that from a FOQA perspective.
What was a great company has been compromised by a handful of dickheads, merely to satisfy their greedy grab of KPI's.
*A place where you can find lots of shiny tools
Last edited by Hugh Jarse; 8th Feb 2009 at 05:49.
Lots of schedule changes for the Eastern crews over the next few months, including a number of ports getting reduced flights and some loing overnight services. Information from an agent who is a bit p#ssed off with Kumar
Just a question Hugh Jarse, wtf do Eastern fly a 5 mile wherever they go?
Can't the guys fly a normal downwind, base and then a final or is the big Dash Bus to fast for that.
Just a question Hugh Jarse, wtf do Eastern fly a 5 mile wherever they go?
Can't the guys fly a normal downwind, base and then a final or is the big Dash Bus to fast for that.
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Stationair8,
If you mean a 5 mile final, that's purely for efficiency (as most other commercial operators also do into CTAFs). It's not anything sneaky or underhanded.
You'll find that most Eastern (and other airline operators) are pretty flexible with existing traffic in CTAFs, and will fit into the flow when doing 5 mile finals.
It's all about airmanship.
If you mean a 5 mile final, that's purely for efficiency (as most other commercial operators also do into CTAFs). It's not anything sneaky or underhanded.
You'll find that most Eastern (and other airline operators) are pretty flexible with existing traffic in CTAFs, and will fit into the flow when doing 5 mile finals.
It's all about airmanship.
No have been watching them track for a 5 mile final at location X, and by my humble calculations they are flying a lot of extra track miles compared to flying a normal circuit.
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I'm not quite sure where you're coming from, Stationair8. A 5 mile final is far safer than a full circuit (less manoeuvring) especially in poor Wx, regardless of your category of operation.
In my experience (NSW ops), a 5 mile final on the network always used up less track miles than a full circuit (under favourable prevailing conditions).
Can you be more specific, please?
In my experience (NSW ops), a 5 mile final on the network always used up less track miles than a full circuit (under favourable prevailing conditions).
Can you be more specific, please?
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Stationair8
Not sure where your coming from mate but I go into a lot of ports that Qlink go into and I have never seen them go the long way around for a 5 mile final.
The Dog
Not sure where your coming from mate but I go into a lot of ports that Qlink go into and I have never seen them go the long way around for a 5 mile final.
The Dog
Just a couple of cases lately where they flew a 5 mile final in Cavok conditions, but didn't give a thought about anyone else in the circuit or other traffic.
At the particular loction we followed them out of CTA on a step descent, and they requested to leave CTA and track for the 5 mile final, whereas we assumed a join on a mid-downwind and a normal circuit would be less time consuming for all concerned. Consequently on when we were mid downwind they were turning onto the 5 mile final and so we get pleasure of flying a very extended circuit.
At the particular loction we followed them out of CTA on a step descent, and they requested to leave CTA and track for the 5 mile final, whereas we assumed a join on a mid-downwind and a normal circuit would be less time consuming for all concerned. Consequently on when we were mid downwind they were turning onto the 5 mile final and so we get pleasure of flying a very extended circuit.
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Stationair 8,
Regional turboprop aircraft that are required to conform to a standard circuit generally approach the circuit at 240/250 KIAS and decelerate to 180/160 KIAS by late downwind/base.
Accordingly, these aircraft need to fly a higher circuit (1500 AGL) and a wider circuit in order to fit around most other aircraft in the circuit.
Regional turboprops that can co-operate with other traffic and track to join a 5 mile final and self separate from the slower piston aircraft conforming to the circuit traffic pattern, can generally remove themselves quite quickly from the traffic environment and thereby reduce the associated operational 'threat' for all concerned.
.
Regional turboprop aircraft that are required to conform to a standard circuit generally approach the circuit at 240/250 KIAS and decelerate to 180/160 KIAS by late downwind/base.
Accordingly, these aircraft need to fly a higher circuit (1500 AGL) and a wider circuit in order to fit around most other aircraft in the circuit.
Regional turboprops that can co-operate with other traffic and track to join a 5 mile final and self separate from the slower piston aircraft conforming to the circuit traffic pattern, can generally remove themselves quite quickly from the traffic environment and thereby reduce the associated operational 'threat' for all concerned.
.
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Stationair. I am going to make an assumption that your talking about Dubbo... please correct me if i'm wrong. And I apologise if I am. But tracking for a 5 mile final from anywhere along that sector really isnt going to add much to the time. Perhaps a minute at most... If you were on a step descent behind the dash, that means you must have been reasonably close to them to warrant ATC separation, yet you decided that you could try and cut in front by flying 3 legs of the circuit. I dont think so!!
Frankly, good airmanship, I would have thought would have been to follow them around. Particularly in cavok conditions when it is just easier, and therefore safer to do so. Would have been easier for yourself too.
Just like Oracle said, doing so, quickly removes oneself from any circuit traffic and possible issues associated.
F.Nut
Frankly, good airmanship, I would have thought would have been to follow them around. Particularly in cavok conditions when it is just easier, and therefore safer to do so. Would have been easier for yourself too.
Just like Oracle said, doing so, quickly removes oneself from any circuit traffic and possible issues associated.
F.Nut
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Hi hugh
Hope all is well in your new environment. Yes its true about the stick shakers. memos on geneva when signing on by MFO and another by standards MGR, also a personal letter to all capts in lockers from MFO.
Also true they have blocked junior cpts flying with junior FO's (less than 150 hrs on type). This will be hard top achieve as time in company for new commands around 12 mth mark. Makes a mockery of the term "Captain".
They have also placed a 500hr type min on Lord Howe Captains, but no extra pay.
What happened to the overseas DE Capts?
Hope all is well in your new environment. Yes its true about the stick shakers. memos on geneva when signing on by MFO and another by standards MGR, also a personal letter to all capts in lockers from MFO.
Also true they have blocked junior cpts flying with junior FO's (less than 150 hrs on type). This will be hard top achieve as time in company for new commands around 12 mth mark. Makes a mockery of the term "Captain".
They have also placed a 500hr type min on Lord Howe Captains, but no extra pay.
What happened to the overseas DE Capts?
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The stick shaker is the death rattles. Where I am empoyed now if it goes off whilst you are in a sim check, all over fella. What is the PNF doing !!
Where is the speed callouts, and why are you approaching coffin corner any way serious deficiencies in standards and abilities here.
I agree to be a captain in a high capacity RPT operation, one must meet the standard, may the QLINK should the review where the bar lies. It has certainally dropped since my departure.
Jarse - I remember your great sun visor NO F
T CHIKS 
loved it especially when the bus and punters turned up !!
Where is the speed callouts, and why are you approaching coffin corner any way
serious deficiencies in standards and abilities here.I agree to be a captain in a high capacity RPT operation, one must meet the standard, may the QLINK should the review where the bar lies. It has certainally dropped since my departure.
Jarse - I remember your great sun visor NO F
T CHIKS loved it especially when the bus and punters turned up !!
QANTASLink
Following the thread..i'm pressuming we're talking about the DHC-8 side of Qantaslink??
Whats the story with the Q/Link 717s? Is that still NJS or have they moved some of the jet operation over to Sunstate/Easterns as per their EBA??
Can someone who joins Sunnies or Eastern get on the jet??
Whats the story with the Q/Link 717s? Is that still NJS or have they moved some of the jet operation over to Sunstate/Easterns as per their EBA??
Can someone who joins Sunnies or Eastern get on the jet??
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from b55
Australia is an awesome place to fly and an even better place to live; the weather is not that bad here, try flying in europe or the states; seriously... anyone that says airline flying is not cushy is kidding themselves and further more just making excuses for their "cushy" lifestyle.
Try going to work with a bricklayer for a week and see how you pull up, no meal trays! No pay for roster changes. And dont come back with some BS response that the guy who is a bricklayer could have chosen to be a pilot. Some people just aren't cut out for certain things.
If you have ever slugged through GA then you have some idea of working long and hard; maybe you even did a bit of back breaking lifting from time to time; but if your complaining about airline flying then Im afraid you've forgotten where you came from.
This attitude displayed earlier (by some) about airlines not functioning without pilots. FFS you can go up the tree even more. Yes airlines need pilots, then engineers fix what we broke blah blah blah. Pilots need engineers to design aircraft, to build aircraft. Aircraft need materials that come out of mines, mines need miners who work for companies that need to be managed by accountants that need to be audited etc... In 40 years there will most likely still be airlines but will there still be pilots?
Just because we fly the aircraft doesn't mean that we're the be all and end all. When was the last time you washed the windshield of the 737/A320/Dash8/Ejet/Saab?
burger61
Just went back to page 3 to read your comments there.
"cushy job"
Suggest you keep an eye on the BOM/radar website this summer. When you see the cells brewing, go ask your OPS Manager for the jumpseat to do the Sydney-Canberra 6 sectors.(or Brisbane - Emerald daily double in the afternoon.) (or Cairns -Weipa or Cairns - Horn daily double in the Wet Season or even try a cyclone ride with the fellows.) Then go and do it again in two days. Then do it again in acouple of days. Do it all summer long. Winter try 20-30Kt. crosswinds all day.
"cushy job" ......is yours. You have no idea what the job is like for an airline pilot. Even though you work for an airline and listen to the bullsh-t doesn't make you understand the job of flying an airliner.
Just went back to page 3 to read your comments there.
"cushy job"
Suggest you keep an eye on the BOM/radar website this summer. When you see the cells brewing, go ask your OPS Manager for the jumpseat to do the Sydney-Canberra 6 sectors.(or Brisbane - Emerald daily double in the afternoon.) (or Cairns -Weipa or Cairns - Horn daily double in the Wet Season or even try a cyclone ride with the fellows.) Then go and do it again in two days. Then do it again in acouple of days. Do it all summer long. Winter try 20-30Kt. crosswinds all day.
"cushy job" ......is yours. You have no idea what the job is like for an airline pilot. Even though you work for an airline and listen to the bullsh-t doesn't make you understand the job of flying an airliner.
Try going to work with a bricklayer for a week and see how you pull up, no meal trays! No pay for roster changes. And dont come back with some BS response that the guy who is a bricklayer could have chosen to be a pilot. Some people just aren't cut out for certain things.
If you have ever slugged through GA then you have some idea of working long and hard; maybe you even did a bit of back breaking lifting from time to time; but if your complaining about airline flying then Im afraid you've forgotten where you came from.
This attitude displayed earlier (by some) about airlines not functioning without pilots. FFS you can go up the tree even more. Yes airlines need pilots, then engineers fix what we broke blah blah blah. Pilots need engineers to design aircraft, to build aircraft. Aircraft need materials that come out of mines, mines need miners who work for companies that need to be managed by accountants that need to be audited etc... In 40 years there will most likely still be airlines but will there still be pilots?
Just because we fly the aircraft doesn't mean that we're the be all and end all. When was the last time you washed the windshield of the 737/A320/Dash8/Ejet/Saab?