Lack of Qantas pilots - Route cut from schedule.
More so during the transition
Ie. currently flying 738 but getting certified on a 320 you can for a period be flying either
The following users liked this post:
As ScepticalOptemist said, it doesn’t work like that. While they’re training for the new type, when do you expect them to be able to fit in line flying on the original type? And then in a perfect world, they will commence flying straight away on the new type. So no, they can’t just fly a 737 when they’re training on an A321.
The following users liked this post:
History tells us that this has been done before…
QLink did a trial in ~2014 on the Q200, Q300 & Q400 fleets, and found that it was too much work. Different type ratings means meeting the CASA simulator/exam requirements just like everyone else. So two sims per year for the Q200/300 and two sims per year for the Q400. The extra study and training meant that the unions (understandably) wanted more money.
VARA tried this with the AT5 and AT6 fleets with the same result as above.
AirNZ did this also with the down trained 777 crew into the 787, with a handful remaining current on both. But once again, four sims per year. Got vetoed quickly.
But with all these failures, it actually wouldn’t surprise me for (mis)management to try this again with QF 737 pilots to see how it (doesn’t) work.
QLink did a trial in ~2014 on the Q200, Q300 & Q400 fleets, and found that it was too much work. Different type ratings means meeting the CASA simulator/exam requirements just like everyone else. So two sims per year for the Q200/300 and two sims per year for the Q400. The extra study and training meant that the unions (understandably) wanted more money.
VARA tried this with the AT5 and AT6 fleets with the same result as above.
AirNZ did this also with the down trained 777 crew into the 787, with a handful remaining current on both. But once again, four sims per year. Got vetoed quickly.
But with all these failures, it actually wouldn’t surprise me for (mis)management to try this again with QF 737 pilots to see how it (doesn’t) work.
The following 2 users liked this post by InZed:
I never said on a permanent or ongoing basis
More so during the transition
Ie. currently flying 738 but getting certified on a 320 you can for a period be flying either
More so during the transition
Ie. currently flying 738 but getting certified on a 320 you can for a period be flying either
The following 3 users liked this post by framer:
History tells us that this has been done before…
QLink did a trial in ~2014 on the Q200, Q300 & Q400 fleets, and found that it was too much work. Different type ratings means meeting the CASA simulator/exam requirements just like everyone else. So two sims per year for the Q200/300 and two sims per year for the Q400. The extra study and training meant that the unions (understandably) wanted more money.
VARA tried this with the AT5 and AT6 fleets with the same result as above.
AirNZ did this also with the down trained 777 crew into the 787, with a handful remaining current on both. But once again, four sims per year. Got vetoed quickly.
But with all these failures, it actually wouldn’t surprise me for (mis)management to try this again with QF 737 pilots to see how it (doesn’t) work.
QLink did a trial in ~2014 on the Q200, Q300 & Q400 fleets, and found that it was too much work. Different type ratings means meeting the CASA simulator/exam requirements just like everyone else. So two sims per year for the Q200/300 and two sims per year for the Q400. The extra study and training meant that the unions (understandably) wanted more money.
VARA tried this with the AT5 and AT6 fleets with the same result as above.
AirNZ did this also with the down trained 777 crew into the 787, with a handful remaining current on both. But once again, four sims per year. Got vetoed quickly.
But with all these failures, it actually wouldn’t surprise me for (mis)management to try this again with QF 737 pilots to see how it (doesn’t) work.
Possible? Sure. Workable and realistic? Hmmm
The 734->738 was different enough and workable but not really ideal particularly as the classic fleet reduced.
AirNZ did this also with the down trained 777 crew into the 787, with a handful remaining current on both. But once again, four sims per year. Got vetoed quickly.
[/QUOTE]
Incorrect, although individuals could opt out and ANZ do 4 days of sims per year anyway.
[/QUOTE]
Incorrect, although individuals could opt out and ANZ do 4 days of sims per year anyway.
A point only briefly raised is that training on a new type is a full-time job. Lots of study as airlines aren’t in the business of spoon-feeding lessons to trainees.
Also, for the obviously uninitiated, Boeing and Airbus design philosophy and features are different. Those differences can be quite subtle but very significant.
I have a lot of types on my licences, but am only ever somewhat expert on my current one.
Also, for the obviously uninitiated, Boeing and Airbus design philosophy and features are different. Those differences can be quite subtle but very significant.
I have a lot of types on my licences, but am only ever somewhat expert on my current one.
when would they start training for the A321? would they put 737 crew on straight away? or more likely to offer new hires it day 1 if they have 320 experience to get the ball rolling
I never said on a permanent or ongoing basis
More so during the transition
Ie. currently flying 738 but getting certified on a 320 you can for a period be flying either
More so during the transition
Ie. currently flying 738 but getting certified on a 320 you can for a period be flying either
PS Another reason for split fleets is the question of pay, you will either be paying someone flying a Dash 300, Q400 pay (pilots push) or paying somebody flying a Q400, 300 pay (company push), it all gets too hard after a while.
Last edited by 43Inches; 12th Nov 2023 at 00:21.
So here's the thing
Does a 738 driver forget how to drive one when getting certified on a 320?
After everything that's gone down at QF recently why couldn't they just be honest and release a statement like
Qantas will be cancelling its direct service between Melbourne and Learmouth / Exmouth
The reason for our decision are as follows
We learned that not everyone wants a one week holiday so a once a week service was kinda hard to sell
We also learned that people would prefer to transit via Perth rather than pay twice as much for the convenience of a direct flight
We really thought that we could gouge people with this direct connection but boy oh boy were we surprised
We seem to get away with charging a bomb on Port Headland direct to Brisbane once a week, like 30% more than via Perth
So as we can't make a killing on this route we may just leave to Bonza to have a crack at 1/4 the airfare
We still can't see how they do it, what with their cheapy prices connecting secondary towns, its totally got our number crunchers stumped
Does a 738 driver forget how to drive one when getting certified on a 320?
After everything that's gone down at QF recently why couldn't they just be honest and release a statement like
Qantas will be cancelling its direct service between Melbourne and Learmouth / Exmouth
The reason for our decision are as follows
We learned that not everyone wants a one week holiday so a once a week service was kinda hard to sell
We also learned that people would prefer to transit via Perth rather than pay twice as much for the convenience of a direct flight
We really thought that we could gouge people with this direct connection but boy oh boy were we surprised
We seem to get away with charging a bomb on Port Headland direct to Brisbane once a week, like 30% more than via Perth
So as we can't make a killing on this route we may just leave to Bonza to have a crack at 1/4 the airfare
We still can't see how they do it, what with their cheapy prices connecting secondary towns, its totally got our number crunchers stumped
It was a twice a week service (Thurs & Sun), Return tickets were usually around the $800-$900 economy mark. Tickets return PER-LEA were usually around $600-$700 during the high season this year before you add on the extra flight to Perth. Took the route about 4 times this year and it always felt around %75 full.
The following users liked this post:
J* almost lost an A320 because of differences and misunderstandings, they were very lucky it didn't end up like the emirates 777 accident or worse.
Thread Starter
I don't think any larger jet operator would have cross crewed types unless they are specifically allowed under the type rating. Different manufacturers would be a big no no.
I don't mean large jets, I meant large operators. There were allowances for crosscrewing certain types like 757/767 and certain Airbusses can be crosscrewed. But I havn't heard of Boeing/Airbus crosscrewing in a major airline, yet.
It was a twice a week service (Thurs & Sun), Return tickets were usually around the $800-$900 economy mark. Tickets return PER-LEA were usually around $600-$700 during the high season this year before you add on the extra flight to Perth. Took the route about 4 times this year and it always felt around %75 full.
Tickets were around $800-$900 each way
You could get them via Perth for around $600-$650
Thread Starter
But I havn't heard of Boeing/Airbus crosscrewing in a major airline, yet.
I reckon he’s talking about the JQ TOGA tap incident at Melbourne??? Musta been 10 years ago? Very vague memory of it!
The TOGA tap incident was, hard to believe, 16 years ago.
The following users liked this post:
I'm pretty sure most agencies regulating airlined have to approve procedures for cross crewing, for instance Air India has just won approval to cross crew 777/787, but there's so far nothing saying that will extend to airbus types.
Thread Starter
No you can’t as it will reveal two companies I have worked for. I can tell you it was isolated incidents not regular procedure but it was done and is legal. No it is not a good idea but in a pinch it can be done.