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Originally Posted by wondrousbitofrough
(Post 10607405)
Funny, I was working on a couple of VA aircraft this week, at an Australian port...
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Originally Posted by What The
(Post 10607934)
Nope. Just a tool! Posting in this particular part of the forum is like rolling up your sleeves and stepping into an Irish bar brawl... |
Originally Posted by Sunfish
(Post 10607948)
Tartare, any with cracks are to be grounded immediately. Boeing has yet to come up with a repair scheme, so the grounding could be lengthy.. Qantas doesn’t want to look for cracks earlier than the AD specifies because it would be very inconvenient to find them early. That is what Purvinas is angling at. Inspection apparently takes about an hour. ‘’The AD specifies 7 days for high time aircraft and within about 4 months (1000 cycles) for low time aircraft from my reading of the AD. ‘As for Qantas commitment to safety, don’t make me laugh. My bet is that repairs will be subcontracted overseas. There's a certain degree of arrogance in the assumption that only Australian Engineers can do a good job, yet all the aircraft are built overseas... so you can't have it both ways. How is it that Qantas with a fleet of 75 737s can be the only option for repair??? Southwest operates nearly 800 737s, how could they possibly not be more expert in their maintenance. It always amuses me, not trusting offshore maintenance when at least some of those countries build components for airliners. |
Purvinas isn’t in the business of ‘selling seats’ and spinning stories. His business is aircraft engineering and maintenance. I would listen to him over the spin doctors at QF any day. The outcome of this will be fine - inspections and audits completed, remedies out in place, parts replaced/repaired, everyone soldiers on. But a reasonable person could question whether an ageing fleet is part of a broader problem Engineers have long term ambition to make sure aircraft are safe. Engineers like pilots carry the burden of hull loss personally. Andrew David or whoever else is wheeled out know little of what they speak and are in the event of a hull loss, well insulated. |
Originally Posted by AerialPerspective
(Post 10607966)
And so what if it is... all this crap about 'offshoring'... I'm old enough to remember ALL of the MAJOR maintenance on 747-238Bs being done exclusively by United Air Lines in San Francisco for many years until the fleet grew to a point where it was economical to do it in Australia.
There's a certain degree of arrogance in the assumption that only Australian Engineers can do a good job, yet all the aircraft are built overseas... so you can't have it both ways. How is it that Qantas with a fleet of 75 737s can be the only option for repair??? Southwest operates nearly 800 737s, how could they possibly not be more expert in their maintenance. It always amuses me, not trusting offshore maintenance when at least some of those countries build components for airliners. The Dollar will always drive the quality of offshore maintenance - not the skill level. |
Originally Posted by Sunfish
(Post 10607948)
Qantas doesn’t want to look for cracks earlier than the AD specifies because it would be very inconvenient to find them early... |
Sunfish, do you ever re-read your posts before you hit send?
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Originally Posted by Bug Smasher Smasher
(Post 10608014)
Might want to check your facts there champ.
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Qantas doesn’t want to look for cracks earlier than the AD specifies because it would be very inconvenient to find them early...
Originally Posted by Bug Smasher Smasher
(Post 10608014)
Might want to check your facts there champ.
Qantas did not originally pull these checks forward (even though Virgin had). Qantas Engineers in Bne were working in the landing gear bay and noticed the crack. They reported it. The manager went off his tree at them for seeking defects they weren't asked to look for. Qantas had no option other than to check their aircraft after one was found cracked. Now Qantas could check the other aircraft, it takes no longer than an hour with a torch and a rag. They will not because if they do the aircraft must be immediately grounded. I found it confronting today to have Qantas say that these cracks pose no real danger even if an aircraft continues to fly. If that is the case, why is an aircraft with a found crack immediately grounded as per the FAA AD. BTW, the same AD says that these cracks could cause the loss of control of the airplane. This is a serious issue that Qantas are playing down for the sake of profit. |
Originally Posted by ALAEA Fed Sec
(Post 10608022)
Qantas doesn’t want to look for cracks earlier than the AD specifies because it would be very inconvenient to find them early...
Hi guys thought I would check in. Various opinions on here. If I had a little more time I would debunk everything said but I'll tackle this one for now. Qantas did not originally pull these checks forward (even though Virgin had). Qantas Engineers in Bne were working in the landing gear bay and noticed the crack. They reported it. The manager went off his tree at them for seeking defects they weren't asked to look for. Qantas had no option other than to check their aircraft after one was found cracked. Now Qantas could check the other aircraft, it takes no longer than an hour with a torch and a rag. They will not because if they do the aircraft must be immediately grounded. I found it confronting today to have Qantas say that these cracks pose no real danger even if an aircraft continues to fly. If that is the case, why is an aircraft with a found crack immediately grounded as per the FAA AD. BTW, the same AD says that these cracks could cause the loss of control of the airplane. This is a serious issue that Qantas are playing down for the sake of profit. Are there a whole lot of options vesting this week? Candidly, Andrew David is not credible on a good day. Where is the CEO? |
Originally Posted by George Glass
(Post 10607302)
Disseminating false information with the intent to harm a business. If you are who you say you are you should be aware that this sort of BS from you and the TWU precipitated the shutdown in 2011. That was a really stupid overreaction by management but it was even dummer tactics by unions that caused it. If you think you can get away with this sort of irresponsible grandstanding you are wrong. Remember that the shut down hurt a lot of people with long memories. And no, I’m not a management troll, just a line driver that cant understand why unions never learn. Hope you’ve got good legal advice.
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Thanks for the 'horses mouth' comment Steve. And I suspect on that point I speak for probably every non angel here!
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Qantas cracks.....a serious escalation??
Steve, there were a couple of things that you said which are concerning, however if what you said here is is true; “Qantas Engineers in Bne were working in the landing gear bay and noticed the crack. They reported it. The manager went off his tree at them for seeking defects they weren't asked to look for”. Then there are some serious issues with the carrier. That is downright frightening. That particular Supervisors comment flows against the grain of ‘safety’ and is as low as you can get. A willingness to overlook a crack, a potentially serious safety issue, because the crack wasn’t on a prior checklist??? WTF!! Is this really the type of lowball unsafe culture that the CEO and Board are striving for? I know this may sound amusing but ‘where might CASA be’? They would be crapping themselves, not because of the risk to passenger safety (the Regulators number one priority apparently), but because they are scared of Qantas and are adverse to touching the protected Roo due to a fear of upsetting the nations politicians. There are so many very serious questions to be asked about this. I really hope that the media run with this story and that the ‘24 million dollar man’ is finally dragged out from under his rock and exposed for what he has turned the airline into - a money making entity for management only. What a disgrace. |
White Kangaroo Logo - methinks not
Mr Joyce's systematic degradation of the fleet and engineering training has been covered up with beautiful coats of positive media spin and spit polish.
He has turned the once robust and resilient framework of QANTAS into a freshly painted termite ridden structure. - Looks great until you apply some load to it or tap it with a screw driver. They could replace the White Roo with a White Ant! |
Originally Posted by Paragraph377
(Post 10608030)
Steve, there were a couple of things that you said which are concerning, however if what you said here is is true; “Qantas Engineers in Bne were working in the landing gear bay and noticed the crack. They reported it. The manager went off his tree at them for seeking defects they weren't asked to look for”. Then there are some serious issues with the carrier. That is downright frightening. That particular Supervisors comment flows against the grain of ‘safety’ and is as low as you can get. A willingness to overlook a crack, a potentially serious safety issue, because the crack wasn’t on a prior checklist??? WTF!! Is this really the type of lowball unsafe culture that the CEO and Board are striving for? I know this may sound amusing but ‘where might CASA be’? They would be crapping themselves, not because of the risk to passenger safety (the Regulators number one priority apparently), but because they are scared of Qantas and are adverse to touching the protected Roo due to a fear of upsetting the nations politicians. There are so many very serious questions to be asked about this. I really hope that the media run with this story and that the ‘24 million dollar man’ is finally dragged out from under his rock and exposed for what he has turned the airline into - a money making entity for management only. What a disgrace. |
Originally Posted by ALAEA Fed Sec
(Post 10608027)
Will be back later George.....hoping by then you can explain what the false information was.
Cast the mind back a way and there was Little Napoleon calling his pilots "kamikazes" |
Originally Posted by Paragraph377
(Post 10608030)
Steve, there were a couple of things that you said which are concerning, however if what you said here is is true; “Qantas Engineers in Bne were working in the landing gear bay and noticed the crack. They reported it. The manager went off his tree at them for seeking defects they weren't asked to look for”. Then there are some serious issues with the carrier. That is downright frightening. That particular Supervisors comment flows against the grain of ‘safety’ and is as low as you can get. A willingness to overlook a crack, a potentially serious safety issue, because the crack wasn’t on a prior checklist??? WTF!! Is this really the type of lowball unsafe culture that the CEO and Board are striving for? I know this may sound amusing but ‘where might CASA be’? They would be crapping themselves, not because of the risk to passenger safety (the Regulators number one priority apparently), but because they are scared of Qantas and are adverse to touching the protected Roo due to a fear of upsetting the nations politicians. There are so many very serious questions to be asked about this. I really hope that the media run with this story and that the ‘24 million dollar man’ is finally dragged out from under his rock and exposed for what he has turned the airline into - a money making entity for management only. What a disgrace. https://www.pprune.org/rumours-news/...eral-jets.html When the cracks were first discovered, Australian Licensed Aircraft Engineers Association (ALAEA) boss Steven Purvinas, said any unchecked aircraft should not be flying. Andrew David, the chief executive of Qantas Domestic, described calls to ground its entire fleet of 737s as "irresponsible". |
I know this may sound amusing but ‘where might CASA be’? |
Originally Posted by ALAEA Fed Sec
(Post 10608022)
Qantas Engineers in Bne were working in the landing gear bay and noticed the crack.
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Originally Posted by dragon man
(Post 10608020)
The information I’m getting is that sunfish is correct. The AD was issued on the 3rd of October by their own admission the inspections were started 7 days ago. (2) Prior to the accumulation of 22,600 total flight cycles, or within 1,000 flight cycles after the effective date of this AD, whichever occurs later. |
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