So what's happened to GR Jethro?

gone away next

Back to original thread-all seems to have gone very quiet on J* contract in Oz.Anybody heard when/if announcement will be made.

Todays curious email from the ivory tower in Mascot spells it all out as clear as mud.


Will be most interested to see how prepared Jetstar management are for A checks and other assorted 'base maintenance' type work.



Again, all this for aircraft that are to be returned to the QF fleet in a couple of years anyway?


Me thinks there's just a little more to it than that......Interesting times ahead.

The buggery continues.
Heard JQ woke up and realised their mistake, wanted to keep the mothership deal. Mothership told them to bugger off.
Where else could you get 7 a330's fully maintained for $1 million funny money per year?

If the rumours are correct JHAS will get the lion share of the A checks.

It has also been said Deathstar have done this so they can show CASA they can look after a big airplane on the little lonesome. Something to do with them wanting the be the first to fly the 787 in this country

Can't see JHAS getting much of the A checks. They are still Qantas aircraft and QF has had their fingers burnt by JHAS in the past.


Besides, JHAS have just been weilding the axe of late. Doesn't really correspond with an increase in workload.



As for showing CASA that they (JQ) can look after a widebody on their lonesome, unfortunately for the JQ guys on the floor who will be left to carry the can, I think JQ engineering managements incompetence will be on display for all to see..........

We have been told that this is a Deathstar decision that was out of Qf's hands. How true this is who knows.
I know JHAS has burnt Qf before, but this is Jetstar and JHAS have been doing work for J* since JHAS opened. Also JHAS has a hangar that will fit 330s.

I think JHAS management are just a likely to stuff this a J* management.

Lets hope they dont expect to use QF hangers and tools ect.

QF WILL be performing 'ad-hoc' work and from that, I gather it will be eng changes and large defects that may require something more than a ladder and a screwdriver to fix.

It's going to be very interesting to watch, J* say they want to prove they can go it alone yet all they have done is swapped 3rd party mros, they will still use Qf MCC, Qf Tech Services and Qf planning.

With a fleet so small, any delay ex A-check maintenance will impact on their network tenfold (or perhaps a JHAS A check can be performed entirely with a biro)

As I've stated on another thread, looks like the plot is about to thicken somewhat.............

I wonder if the Base Maint Ops managers fought to keep any of this work, or did they just roll over and take it like a b1tch.

These so called managers are not doing a damn thing to help either morale or keep/gain any extra work. How any of them cam be in such a position of power is still a mystery.

A Simple Question.
 

Who's aircraft are these?


If these are Qantas aircraft then why are they letting them be maintained by the likes of organisations such as JHAS. One would think that QF would have more input as to who is actually maintaining their aircraft. If these aircraft belonged to me I would be somewhat concerned.......

There is alot more to this than what is being told.

Burnt by JHAS how?

To answer that question, one only need ask why Qantas no longer outsource any work to JHAS, and instead send overflow work offshore.


Also ask why, after their first aircraft went through JHAS, AAE now insist that their aircraft undergo heavy maintenance with QF tulla, rather than JHAS.


It also appears that JHAS are not exactly the cheapest option around (that said, I have no idea why QF don't do the jetstar A320 heavy work with all the ex-Ansett A320 LAME's they have working for them?). And when it comes to some of the larger and more complicated heavy maintenance work, JHAS are really not geared up for it.

Well thats it-last J* transits by QF today.What are the QF LAMEs going to do with all that time on their hands from tomorrow?

Any feedback on how the transition from QF to JQ has gone so far?

all the naysayers are quiet, so I guess its gone fine.
Also found out the base side of things is more a collaborative effort between JQ and JHAS and not just JHAS. Many JQ engineers went down and did the JHAS training so they could sign under their system of certification. This wasnt a case of JHAS wanting the work but more JQ wanting to take it off QF...why dunno, didnt think there were any problems with tulla doing the 330?

The AAE comment, just see how badly the last few AAE checks have gone at tulla, all late...glasshouses?

Last Few? Well, as only TWO have gone through there, and the fact that such an incredible amount of sheetmetal work was uncovered on both that, I doubt very much any other 737 MRO in the region could've touched, I understand from all correspondance from AAE that they were more than pleased with the finished product.


QF may not be the quickest turnaround but, I doubt you'll find a better quality product out there. Besides, the proof is in the pudding. That is, reliability tracking data from the first 100 sectors post heavy maintenance. And as I say, from all correspondance from AAE that I've seen, they're more than happy with the product. And they're certainly in no hurry to go back to JHAS any time soon.



As for the JQ guys on the A330 I'm sure they'll do admirably until the sh*t really hits the fan. At which time their 'do it on the bones of your arse' management will leave them high and dry with little or no resources to cope.


Which, as these A330's are to be returned to QF anyway in two years, they'll probably have no trouble doing. Then, it will be left to the QF guys to catch all the crap on these aircraft that have been left on them when they return to the mainline fleet.


As always, makes JQ look cheap and QF expensive. Even though they (management of both JQ and QF) still love to trade off the legacy of QF engineering quality.:ugh: