ANOTHER QANTAS RB211 ENGINE FAILURE
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Grey Hairs
I still remember (looong time ago) spending an entire shift hand cropping one stage of blades for an RB211 compressor....but when they were finished balanced and installed, (along with every other blade set) the engine gave max power all day at the noise box (test cell)....and spent years on wing...
I wonder if the people doing this job in Timbuktu today for Q spend the time and effort to hand craft engines that held world records for on wing reliability...
At least now thats its all changed....even my hair is going grey...i can tell my kids that i worked for Q when its tradesmen (and women) created and maintained the stuff of legends...for all the RIGHT reasons....
And all the Rollers ever needed (in my day) was MORE MJ2....
I wonder if the people doing this job in Timbuktu today for Q spend the time and effort to hand craft engines that held world records for on wing reliability...
At least now thats its all changed....even my hair is going grey...i can tell my kids that i worked for Q when its tradesmen (and women) created and maintained the stuff of legends...for all the RIGHT reasons....
And all the Rollers ever needed (in my day) was MORE MJ2....
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I know the feeling well Moremj2. Spent my early years hand crafting J52's and doing failure/reliability analysis. RNZAF reliability was upper percentile and manhours spent were recovered from extended TBO compared to USN and other operators. But this is the way of the world. All the airline execs see is the cost and not the total picture of the reliability outcome (not to mention training, employment, knowledge transfer, pride in a good job etc). Some day in the future when QF reliability falls below acceptable limits some bright exec will clamour to open an engine line with the desire of putting the companies fate back under their own control. Government will kick in a few readies for training and employment and the exec will be handsomely bonused for being a visionary. And then we will need to import the skills through immigration because those skilled will be working somewhere on a mine site or retired.
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Qantas incidents
Not that I'm counting. But I'm wishing that I hadn't booked Qantas six months ago for a London-Melbourne flight next week.
Code:
Date Flght Dep Arr Reg Type Fault 16/10/2011 QF002 BKK SYD VH-OJS 747-400 Engine failure 28/07/2011 QF030 HKG MEL ? 747-400 Alieron fault 16/07/2011 QF064 JNB SYD VH-OJL 747-400 Engine failure 03/06/2011 QF052 SIN BNE VH-OJI 747-400 Could not retract landing gear 20/05/2011 QF001 BKK LHR VH-OJL 747-400 Engine failure 09/05/2011 QF005 SYD SIN VH-OJH 747-400 Engine failure 23/03/2011 QF020 MNL SYD VH-EBL A330-200 Fire In cockpit 18/01/2011 QF107 SYD LAX VH-OJA 747-400 Engine fuel valve failure 06/01/2011 QF430 MEL SYD VH-OGP 767-300 Flaps failure 15/11/2010 QF017 SYD EZE VH-OEI 747-400 Smoke in cockpit 05/11/2010 QF006 SIN SYD VH-OJD 747-400 Engine failure 04/11/2010 QF032 SIN SYD VH-OQA A380-800 Uncontained engine failure 31/08/2010 QF074 SFO SYD VH-OJP 747-400 Uncontained engine failure 10/11/2009 QF673 BNE MEL VH-TJY 737-400 Engine failure 07/10/2008 QF072 SNG PER VH-QPA A330-300 ADIRU failure 24/01/2008 QF030 HKG MEL VH-OJK 747-400 Hull breach, depressurisation 25/09/1999 QF001 SYD BKK VH-OJH 747-400 Runway overrun in heavy rain
Last edited by SLFAussie; 17th Oct 2011 at 08:26.
Join Date: Mar 2007
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Notice how all those incidents appear from Dixon era decisions compounded by Joyce?
I'd love to see some graphs on incident increase correlating to share price, correlating to outsourcing, under Dixon and Joyce.
Those alarm bells are starting to ring.
I'd love to see some graphs on incident increase correlating to share price, correlating to outsourcing, under Dixon and Joyce.
Those alarm bells are starting to ring.
Join Date: Apr 2008
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Please do not think I agree with this logic, I'm just the messenger.
Look at it from an exec's point of view. The hand crafting of engines takes time & money today, to save money in the future. This represents a fundamental time mismatch in profitability for the next reporting period (less profit next period, greater profit in subsequent periods).
Executives would rather have "one in the hand than two in the bush". They may not be around to take the credit for the "extra" profit in the future, hence they scoop up the lower bonus now than risk missing out in the future. If you do not believe the fundamental aim of certain groups of senior managers is to loot whatever they can before moving to the next host, please disregard.
Look at it from an exec's point of view. The hand crafting of engines takes time & money today, to save money in the future. This represents a fundamental time mismatch in profitability for the next reporting period (less profit next period, greater profit in subsequent periods).
Executives would rather have "one in the hand than two in the bush". They may not be around to take the credit for the "extra" profit in the future, hence they scoop up the lower bonus now than risk missing out in the future. If you do not believe the fundamental aim of certain groups of senior managers is to loot whatever they can before moving to the next host, please disregard.
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You know, I'm so super impressed with you blokes and the great concern you have for the safety of the travelling public.
But, I do remember a few years ago when the pilots of Ansett and Australian Airlines were having a similar stoush with their respective employers and the members of your union and the F/Es, were more than happy to work with, and for, the overseas pilots with dubious qualifications who were brought in to take up the slack.
Where was your "great safety" stand then?
Don't know the answer?...well I'll tell you...
no where to be seen!
But, I do remember a few years ago when the pilots of Ansett and Australian Airlines were having a similar stoush with their respective employers and the members of your union and the F/Es, were more than happy to work with, and for, the overseas pilots with dubious qualifications who were brought in to take up the slack.
Where was your "great safety" stand then?
Don't know the answer?...well I'll tell you...
no where to be seen!
Join Date: Jan 2008
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My hat goes off to all ex emplyees of EOC. I was around the Tech services area not long ago & saw the plaques & awards etc that Qantas recieved for engine reliability & hours on the wing. I thought it was a disgrace that we would never recieve any award like that again. We had 90 years of expertise & knowledge, handed down from tradesman to apprentice, thrown out the door. Unfortunetly, even if we wanted to bring EOC back to it's former glory, it would take decades. Why? Due to the greedy leeches that have been in power for the last 10 years or more.
Watching the news tonight I find it very disappointing to see Alan Milne saying that a exploding engine is not a safety issue!
Watching the news tonight I find it very disappointing to see Alan Milne saying that a exploding engine is not a safety issue!
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Watching the news tonight I find it very disappointing to see Alan Milne saying that a exploding engine is not a safety issue!
The phrase "Duty of care." comes to mind. The lawyers are going to have a field day in the event of an accident as QF continue to operate aircraft with a known defect.
Luckily the B744 isn't a twin, ETOPS approval would have pulled a long time ago with that inflight shutdown rate.
Are their pilots being given additional sim sessions to keep their engine failure drills right up to scratch as they are very likely to need them ?
Luckily the B744 isn't a twin, ETOPS approval would have pulled a long time ago with that inflight shutdown rate.
Are their pilots being given additional sim sessions to keep their engine failure drills right up to scratch as they are very likely to need them ?
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No offence taken, bandit. The information is mostly sourced from the Aviation Herald website. One from The Age online and the 1999 runway overrun from Wikipedia. The list includes flights involved in an emergency landing, turnback, or significant aircraft damage. These are the ones that I know about. There may be others.
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Are their pilots being given additional sim sessions to keep their engine failure drills right up to scratch as they are very likely to need them ?
Why would they need additional sim sessions? With the way this is going, they will be well rehearsed with the real thing!!!
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I can see the need for a full page ad now with a photo of the head of Engineering saying in flight engine failure and flames don't constitute a safety risk.
I think we have the Rat problem in one.
Is this the QANTAS we want or deserve.
Julia or Martin would you like to comment now please?
Mr Joyce do you endorse this position??
I think we have the Rat problem in one.
Is this the QANTAS we want or deserve.
Julia or Martin would you like to comment now please?
Mr Joyce do you endorse this position??
Join Date: May 2008
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What would the cost to qantas international be for all the engine failures in the last year and cost of repair? Might be a fair portion towards the "200 million" company stated loss I suspect.
Why is the required mod not being incorporated ?
Are other operators of the RB211 having the same failure rates?
Didn't CASA say that continued failure would be cause for action?
Sigh !!.........So many unanswered questions.
Why is the required mod not being incorporated ?
Are other operators of the RB211 having the same failure rates?
Didn't CASA say that continued failure would be cause for action?
Sigh !!.........So many unanswered questions.
Last edited by Collando; 17th Oct 2011 at 10:33. Reason: Spelling