Tigerair chief Merren McArthur warns on aviation industry’s lack of diversity
They are advertising for Head of Flight Operations in today’s The Australian.
Any transgender, dwarf, group hugger, basket weaving, non married but in a committed relationship, climate changer believer, Toyota Prius driver available to apply?
Any transgender, dwarf, group hugger, basket weaving, non married but in a committed relationship, climate changer believer, Toyota Prius driver available to apply?
Forget MM for the job, CW from SQ surely a lead contender for the job. A Tiger to Scoot rebrand would work well for the parent no doubt also. Would get SQ closer grip on any plans for a full takeover. Watch this space folks.
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Singapore has repeatedly argued for greater Australian access.
There is no one internally who is any good... anyone with any talent or experience has been culled and drummed out by the current regime and the only choice is external... the current regime are so unbelievably incompetent the only thing they've demonstrated 'competence' at is getting rid of anyone with any ability.
Thanks Stationair. Just noticed on the same web page, Tiger also have a opening for a new CEO. Wonder where the incumbent is off to....oh surprise surprise...
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Ideally SQ buys out EY for full takeover, brings in CW to run the joint, and bumps off EB. Tiger absorbs into Scoot branding providing greater feed to its 787 operation. Would be a large coup for SQ, not sure how the new Chinese owners would feel about this lol.
SQ really need to takeover this mob, they have large input behind closed doors compared to the others, who essentially have little involvement in key decisions. Etihads once heavy involvement essentially went with Hogan. Out the door.
SQ really need to takeover this mob, they have large input behind closed doors compared to the others, who essentially have little involvement in key decisions. Etihads once heavy involvement essentially went with Hogan. Out the door.
Last edited by wheels_down; 19th Aug 2018 at 13:57.
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I just watched her presentation from the CAPA conference earlier in the month, when pressed on the fleet transition from A320 to 737 and how long that would take she answered ‘a year or so... a few years.’ Surely for a low cost carrier with only 15 airframes to have a split fleet for what may be up to 4-5 years (given the transition started 18-24 months ago) this is terribly inefficient.
Always be careful what you wish for! There were many people at Ansett who thought that SQ was going to be the white knight and fix all the problems, after all they were a big successful international carrier. SQ are indeed a big successful international carrier but whenever they stray outside their own territory they have a dismal record.
Whether its a complete lack of understanding of politics in Australia and NZ or an inability to influence decisions behind the scenes I don't know. When it comes to successful offshore partnerships they just don't have the runs on the board.
Whether its a complete lack of understanding of politics in Australia and NZ or an inability to influence decisions behind the scenes I don't know. When it comes to successful offshore partnerships they just don't have the runs on the board.
I just watched her presentation from the CAPA conference earlier in the month, when pressed on the fleet transition from A320 to 737 and how long that would take she answered ‘a year or so... a few years.’ Surely for a low cost carrier with only 15 airframes to have a split fleet for what may be up to 4-5 years (given the transition started 18-24 months ago) this is terribly inefficient.
Normal leave coverage provides some slack, if the crew training can be negotiated to occur in lieu of annual leave. That at best may add up to 10% crew availability for entering training. To do that, the management would need to have good relationships with crewing. The type training and line training is going to be in the order of 60 days to complete processing. To that end, the 15 aircraft fleet will be able to work up to transitioning around 7.5/2 crews per month using leave allocations only, which is about 1 aircraft worth of transition a month without too much stress. If you add some management to the current and new flying to release crews to training, then that can be increased by a couple of crews, but that would be about it, making for 1 plane a month being a practical rate of transition, without adding additional staff in a surge through contract or other source. Going to contract on either type increases ramp up rate. There is still an initial delay in process to achieve approvals for the initial crews, adding to the front end time.
Transitioning from the 320 to the 737 without using extra crewing is going to to a year long program at the minimum, and up to 15-18 months for a fleet of Tigers size. Add enough additional crew, and it can be done as fast as aircraft can be delivered, if the line training staff are on hand, but they will usually be the bottle neck. Going from the 320 to 737 is going to be faster and more reliable in outcome that doing the other way round... Company policy and Regulatory guidelines add to the IOE training time which will be unique to each operator, with short haul doing well if the controlling factor is sectors, and less so if they are hours flown, compared to long haul.
Maintenance is a bottle neck, dependent on the regulatory licensing requirements. AF & PP courses will remove staff from current activity, putting demand on oversight and specialists, and could be just as limiting or more so than the flight crew.
SQ are indeed a big successful international carrier but whenever they stray outside their own territory they have a dismal record.
The quote also applies to Qantas....Red Q? Jetstar Hong Kong? Jetstar Vietnam with management under house arrest?
Transitioning from the 320 to the 737 without using extra crewing is going to to a year long program at the minimum, and up to 15-18 months for a fleet of Tigers size.
One explanation is the same as the Bali debacle...incompetence.
Interesting article in the AUSTRALIAN which amongst other things said that the person in question was “said to be a popular leader”
Not sure if the person who said that was the person running the pr campaign but it brings into doubt the level of research and industry knowledge these so called aviation reporters have.
how hard is it to do some research and report facts?
Not sure if the person who said that was the person running the pr campaign but it brings into doubt the level of research and industry knowledge these so called aviation reporters have.
how hard is it to do some research and report facts?
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Interesting article in the AUSTRALIAN which amongst other things said that the person in question was “said to be a popular leader”
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Didn’t both unions endorse the agreement?
Both unions endorsed it. Doesn’t mean it a good deal. The unions are more and more detached from their members than ever before. Unfortunately neither union is after the interests of Tiger pilots and only Tiger pilots. They will look after their majority and it’s not TT pilots!