More Q400's for QF Link..
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The aviation section of the Australian would indicate the 717's are here for a while, as are the smaller jets into the future, Cseries, mitsubishi's etc, one could assume that Cobham have a positive short term future AT LEAST. Replacing current experienced jet pilots with boat pilots who cannot attract and retain a workforce isn't very sensible is it?
The stats indicate their on time performance and reliability is the best within th QF group, the price is obviously acceptable, so apart from keeping a few pilots happy, why would they change?
The stats indicate their on time performance and reliability is the best within th QF group, the price is obviously acceptable, so apart from keeping a few pilots happy, why would they change?
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...so apart from keeping a few pilots happy, why would they change?
The Q400 is a very effective money maker. Further, the 'Regional Jet' rate of pay is already incorporated into the Sunstate EBA, and as a high profile Bombardier customer, migration to a future C Series order is certainly plausible.
The dots may never get joined, but they are certainly on the page for all to see.
Kingswood.
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While this has no effect on me what so ever, I have to wonder about your logic.
Who cares whether you have 747 incorporated in your EBA? Have you looked at the Fair Work minimum pay lately?
NJS 717 pilots aren't far above the minimum, in fact the B scale pilots may be below it
, that means there is no room to undercut in terms of conditions. If your EBA has a lower rate of pay than they are on it may need revising to meet minimum pay requirements.
Seriously consider making 100 pilots redundant, training another 100 from props to jets, and then looking to refill their prop spots with new hires. Of course there are plenty of other scenarios, all going to cost a **** load of money in training, moving costs etc etc.
What we are really talking about is starting a completely new operation in the west.
That's before the failure rate is considered. History indicates that it is considerable, I.e. Props to jet command.
That is not to say prop pilots are not as competent, I suspect and am aware of guys with considerable jet time failing when going back to props after a long time away.
There is no suggestion in the posts that I have read about the demise of the Dash, infect the opposite. I have also heard "the word is" that Cobham are likely to operate the Dash in WA. They already have all the
infrastructure, hangars, ops support, engineers licensed on type, and pprovals for the 400 series. Their pilots are on lesser pay than Sunstate, which you see as important and their pilot base is very stable, unlike The eastern state QF link companies.
Simply, I suspect Cobham or who ever buys them
are more likely to be the new operators.
But who really knows
Who cares whether you have 747 incorporated in your EBA? Have you looked at the Fair Work minimum pay lately?
NJS 717 pilots aren't far above the minimum, in fact the B scale pilots may be below it
, that means there is no room to undercut in terms of conditions. If your EBA has a lower rate of pay than they are on it may need revising to meet minimum pay requirements.Seriously consider making 100 pilots redundant, training another 100 from props to jets, and then looking to refill their prop spots with new hires. Of course there are plenty of other scenarios, all going to cost a **** load of money in training, moving costs etc etc.
What we are really talking about is starting a completely new operation in the west.
That's before the failure rate is considered. History indicates that it is considerable, I.e. Props to jet command.
That is not to say prop pilots are not as competent, I suspect and am aware of guys with considerable jet time failing when going back to props after a long time away.
There is no suggestion in the posts that I have read about the demise of the Dash, infect the opposite. I have also heard "the word is" that Cobham are likely to operate the Dash in WA. They already have all the
infrastructure, hangars, ops support, engineers licensed on type, and pprovals for the 400 series. Their pilots are on lesser pay than Sunstate, which you see as important and their pilot base is very stable, unlike The eastern state QF link companies.Simply, I suspect Cobham or who ever buys them
are more likely to be the new operators.But who really knows
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That's before the failure rate is considered. History indicates that it is considerable, I.e. Props to jet command
I think Qantas believe they can make more money operating the Q400's in WA themselves via Qantaslink (sunstate/eastern) rather than going via Cobham. A WA Q400 operation would only be an extension to their existing operations. Wages paid to pilots who are employed by Cobham have very little to do with the return Qantas gets from the contract....
Going Boeing,
I could tell you, but then I'd have to kill myself!
Hopefully, they'll expire when I retire in 2025!
Kingswood,
Using your own words, the only reason that that would happen is to make money, not because "you already run another type of our aircraft".
I just hope that this doesn't become yet another pilot-cat fight over pay, because in the big scheme of things, pilot salaries (or argy bargy small % changes to) don't have much effect on the overall outcome.
Clarrie or Bloggs, do you know when the B717 leases expire?
Hopefully, they'll expire when I retire in 2025!
Kingswood,
as a high profile Bombardier customer, migration to a future C Series order is certainly plausible.
I just hope that this doesn't become yet another pilot-cat fight over pay, because in the big scheme of things, pilot salaries (or argy bargy small % changes to) don't have much effect on the overall outcome.
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Bloggs:
Running another of their type is quite relevant, due to the discount that will likely be offered for the new type based on previous loyalty to the brand, as well as successful operation in commercial environment. Further financial incentive would be expected regarding the associated sim/s for the same reason. All adds to the bottom line, and would add to the business case for replacement of 717.
Skynews:
The Bean Counters. A known quantity such as salary, enables costing and revenue modelling to be performed, which ultimately leads to decisions being made.
The path from Qlink Turboprop to a Jet at Virgin/Jetstar is a very well trodden path indeed, with little to suggest any systemic issues for the crew involved. Very talented Men and Women this lot, that's why everybody else keeps pinching 'em to fly their jets 
Kingswood.
Using your own words, the only reason that that would happen is to make money, not because "you already run another type of our aircraft".
Skynews:
Who cares whether you have 747 incorporated in your EBA?
That's before the failure rate is considered. History indicates that it is considerable, I.e. Props to jet command.
Kingswood.
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Can the dash 8 operate efficiently over 700 -1100 nm.
Whilst as a passenger I am just as happy in a dash as any other type, I have limits on that and much over an hour and I may reconsider it. East to west with 100+ kt headwinds even at dash 8 altitudes gives you a groundspeed of around 250 kits max in 400's backwards in 2/300's
Over the distances the 717 operates that's not really ideal.
As I mentioned in a previous post, does your EBA salary hold water with the July Fair Work minimum, if not the bean counters no longer have that known quantity.
The path to VB, Jetstar isn't really relevant. Prop Capt - jet F/O isn't the same as prop capt - jet capt?
Don't want to burst your bubble but most regional pilots regularly and successfully follow the well trodden path. I suspect most pilots out there are of a similar standard, who works for who doesn't indicate much at all.
Whilst as a passenger I am just as happy in a dash as any other type, I have limits on that and much over an hour and I may reconsider it. East to west with 100+ kt headwinds even at dash 8 altitudes gives you a groundspeed of around 250 kits max in 400's backwards in 2/300's
Over the distances the 717 operates that's not really ideal.
As I mentioned in a previous post, does your EBA salary hold water with the July Fair Work minimum, if not the bean counters no longer have that known quantity.
The path to VB, Jetstar isn't really relevant. Prop Capt - jet F/O isn't the same as prop capt - jet capt?
Don't want to burst your bubble but most regional pilots regularly and successfully follow the well trodden path. I suspect most pilots out there are of a similar standard, who works for who doesn't indicate much at all.
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Not sure if I am correct or not, however I believe when Impulse pilots went from the 1900 command onto the 717 they needed to have 500 hours in the right hand seat before going for their commands.
Not sure if this was some type of insurance issue or not, I am sure when Qantaslink get their jet equipment a similar situation will exist, and they are coming.
The Impulse guys certainly seem to have adapted without to much trouble, when you consider over the last few years they have gone from 1900, 717, A320, A330 and possibly 787's all from being regional pilots.
Considering the 400's are a bit quicker than the 1900's I would assume the transition would be a little easier than what the Impulse guys had in front of them.
Not sure if this was some type of insurance issue or not, I am sure when Qantaslink get their jet equipment a similar situation will exist, and they are coming.
The Impulse guys certainly seem to have adapted without to much trouble, when you consider over the last few years they have gone from 1900, 717, A320, A330 and possibly 787's all from being regional pilots.
Considering the 400's are a bit quicker than the 1900's I would assume the transition would be a little easier than what the Impulse guys had in front of them.
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The automation in the 400 Series Dash 8 is light years ahead of 737/747 Classics.
Let's all not get into a debate as to whether or not a pilot who flies a Dash 8 as a Capt is not capable of flying a new generation jet as a Capt. We all know that it is not any more difficult to fly the jet. It brings with it DIFFERENCES that are not encountered on a turboprop. Differences does not mean more difficult. A V1 cut in a turboprop with or without autofeather is alot more difficult to control than a V1 cut in a jet. On the flipside, emergency descents from high altitude are more difficult in a jet than a turboprop. There are pros and cons for both, but to say that one is harder than the other is not correct. By their very natures, they are DIFFERENT.
Dash 8 Capts have very successfully transitioned to the LHS on the BAe146, and that is not an easy aircraft to manage, simply due to its complexities and idiosynchrosies, lack of automation etc etc. A very "hands on" a/c indeed, that will bite given the chance.
Let's all not get into a debate as to whether or not a pilot who flies a Dash 8 as a Capt is not capable of flying a new generation jet as a Capt. We all know that it is not any more difficult to fly the jet. It brings with it DIFFERENCES that are not encountered on a turboprop. Differences does not mean more difficult. A V1 cut in a turboprop with or without autofeather is alot more difficult to control than a V1 cut in a jet. On the flipside, emergency descents from high altitude are more difficult in a jet than a turboprop. There are pros and cons for both, but to say that one is harder than the other is not correct. By their very natures, they are DIFFERENT.
Dash 8 Capts have very successfully transitioned to the LHS on the BAe146, and that is not an easy aircraft to manage, simply due to its complexities and idiosynchrosies, lack of automation etc etc. A very "hands on" a/c indeed, that will bite given the chance.
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Please don't take my comments the wrong way. I in no way am suggesting a dash pilot or any prop pilot for that matter cannot fly a jet, that would be a ridiculous statement.
What I said was that they are different animals and it takes time to adjust, either way. I.e. Prop - jet or jet to prop. More training = more money.
Speed has little to do with it either.
below 10,0000' the speeds are mostly the same, and that's where it all happens.
it's a series of issues, weight, drag and system complexity probably the main ones.
What I said was that they are different animals and it takes time to adjust, either way. I.e. Prop - jet or jet to prop. More training = more money.
Speed has little to do with it either.
below 10,0000' the speeds are mostly the same, and that's where it all happens.
it's a series of issues, weight, drag and system complexity probably the main ones.
I in no way am suggesting a dash pilot or any prop pilot for that matter cannot fly a jet, that would be a ridiculous statement.