Gulf Air Developments
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The reason why they were taken off line duty was excessive corrosion and I believe around the toilet area..........
The question is if someone else is flying them now, which might be a wee dangerous
The question is if someone else is flying them now, which might be a wee dangerous
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I've noticed most pilot talk has dissapeared off this link, is it the world cup or are we just too depressed to give a S&%&....
So for me, and I imagine others, there are much better things to do. I have become bored with this thread.
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Spot on Panama Jack!
Why not discuss about RCFP and its misunderstandings, warning letters and diversion festival? Who's gonna start?
Food for thought...
Good luck all!
Why not discuss about RCFP and its misunderstandings, warning letters and diversion festival? Who's gonna start?
Food for thought...
Good luck all!
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This news might not interest the flight crew , but it shows the continual trend of corruptions and spiral dive of Gulf Air lead by no other than the CEO himself.
Apparently , quite a few management personnel have been against the Embraer deal and questioned the value and productivity of this type for GF. The CEO does not exactly like such line of questioning and considers it a challenge to his authority. Two of those who are at the front-line of the opposition , the man in charge of aircraft acquisition & leasing and a Senior Finance manager opposing this deal have been given an ultimatum, take the VRS or get sacked. Both elected the latter and should be leaving within days.
But the real comedy cum tragedy is the tale of person who is going to take over the critical task of aircraft acquisition & leasing department. He is no other than that person who builds little model airplanes and has made a huge profit for himself. This man is one of the most skillful a** lickers GF has known in the modern time. A person with ill-repute who has survived being sacked by two out of the last three PCE's for being non-productive ( in another word , corrupt). His resume has "I know a lot of Sheikhs" written all over it. Apparently , he has been seen in the company of Majali in recent weeks.
It does not take Einstein to figure out that Gulf Air days are numbered , however , one would think that a guy like Majali will at least try to prolong its existence by skilful use of the resources ( something that GF have failed to do for decades).
It is not the case......Same old story , same old corruption.
NOW...enjoy the World Cup.
Apparently , quite a few management personnel have been against the Embraer deal and questioned the value and productivity of this type for GF. The CEO does not exactly like such line of questioning and considers it a challenge to his authority. Two of those who are at the front-line of the opposition , the man in charge of aircraft acquisition & leasing and a Senior Finance manager opposing this deal have been given an ultimatum, take the VRS or get sacked. Both elected the latter and should be leaving within days.
But the real comedy cum tragedy is the tale of person who is going to take over the critical task of aircraft acquisition & leasing department. He is no other than that person who builds little model airplanes and has made a huge profit for himself. This man is one of the most skillful a** lickers GF has known in the modern time. A person with ill-repute who has survived being sacked by two out of the last three PCE's for being non-productive ( in another word , corrupt). His resume has "I know a lot of Sheikhs" written all over it. Apparently , he has been seen in the company of Majali in recent weeks.
It does not take Einstein to figure out that Gulf Air days are numbered , however , one would think that a guy like Majali will at least try to prolong its existence by skilful use of the resources ( something that GF have failed to do for decades).
It is not the case......Same old story , same old corruption.
NOW...enjoy the World Cup.
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Panama is so right!
seems everyone just wants to complain about new ceo and thigs we can not do anything about. if we want to make things better letw discuss how to open communications lines and improve the safety of our daily operations gents
seems everyone just wants to complain about new ceo and thigs we can not do anything about. if we want to make things better letw discuss how to open communications lines and improve the safety of our daily operations gents
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nopes am just here in BAH...moved into a 2 bedroom apartment in Juffair.
i have a cell now here so if anyone wants to get in touch, private msg me or email [email protected]
i have a cell now here so if anyone wants to get in touch, private msg me or email [email protected]
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So TRV will very shortly be axed but don't worry ladies & gentlemen our CEO is still committed to growth at GF with a number of Embraer friendly routes to be announced soon.
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Sounds like some people (7 pax and 3 cabin crew) got badly hurt the day before yesterday on KG on the way to Manila. 
Hope nobody suffered any serious lasting injuries.
Accident: Gulf Air A332 over Vietnam on Jul 13th 2010, turbulence injures 10
Hope nobody suffered any serious lasting injuries.
Accident: Gulf Air A332 over Vietnam on Jul 13th 2010, turbulence injures 10
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Sounds like some people (7 pax and 3 cabin crew) got badly hurt the day before yesterday on KG on the way to Manila. 
Could be also just a mismanagement of WX radar and lack of communication among the crew in order to prepare the cabin for turbulence...
Regrettable indeed
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It is difficult (and inappropriate) to comment about the particulars of this incident as I don't know anything about it other than what I have read in the newspaper.
It is worthwhile to remember that most airlines with any significant amount of flight operations have severe turbulence encounters from time to time during which crews and passengers unfortunately suffer injuries and sometimes even death. The real problem is that turbulence areas, strength and duration are nearly impossible to forecast, especially for flight deck crews. I don't know whether the aircraft was in IMC at the time or whether the radar plays a factor, but it is valid to keep in mind that CAT is a major hazard to.
I recall reading around this season last year of two separate severe turbulence encounters in the same area (over the South China Sea, in fact) involving a China Airlines 747 and some other carrier. In both incidents, there were injuries to passengers and crew.
Besides the challenge of us on the flight deck forecasting the strength and location of turbulence, another problem is that cabin crews and passengers have become jaded to the seat belt sign going on during flight or do not appreciate the potential consequences. Most passengers and crews have (fortunately) never personally experienced the wrath of severe or extreme turbulence.
But some of this attitude towards the seatbelt is conditioned. How many crews have you flown with who either forget to turn the seat belt sign off or just leave it on for hours, exceeding personal physiological limitations of passengers who after a while just have to head to the toilet? Soon afterwards the sign becomes meaningless. I know the sign also becomes a losing battle for those on the flight deck. Seemingly, as soon as we turn the sign on the air becomes smooth, and as soon as we turn it off it becomes bumpy again.
In any case, the original intent of the message was to express concern for our colleagues and passengers with the hopes that those hurt will make a quick and full recovery. There is definately room for technology to improve the tools we have to work with to provide accurate, real-time forecasts of turbulence.
It is worthwhile to remember that most airlines with any significant amount of flight operations have severe turbulence encounters from time to time during which crews and passengers unfortunately suffer injuries and sometimes even death. The real problem is that turbulence areas, strength and duration are nearly impossible to forecast, especially for flight deck crews. I don't know whether the aircraft was in IMC at the time or whether the radar plays a factor, but it is valid to keep in mind that CAT is a major hazard to.
I recall reading around this season last year of two separate severe turbulence encounters in the same area (over the South China Sea, in fact) involving a China Airlines 747 and some other carrier. In both incidents, there were injuries to passengers and crew.
Besides the challenge of us on the flight deck forecasting the strength and location of turbulence, another problem is that cabin crews and passengers have become jaded to the seat belt sign going on during flight or do not appreciate the potential consequences. Most passengers and crews have (fortunately) never personally experienced the wrath of severe or extreme turbulence.
But some of this attitude towards the seatbelt is conditioned. How many crews have you flown with who either forget to turn the seat belt sign off or just leave it on for hours, exceeding personal physiological limitations of passengers who after a while just have to head to the toilet? Soon afterwards the sign becomes meaningless. I know the sign also becomes a losing battle for those on the flight deck. Seemingly, as soon as we turn the sign on the air becomes smooth, and as soon as we turn it off it becomes bumpy again.
In any case, the original intent of the message was to express concern for our colleagues and passengers with the hopes that those hurt will make a quick and full recovery. There is definately room for technology to improve the tools we have to work with to provide accurate, real-time forecasts of turbulence.
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As a Gf pilot if an area of Cat on or very near our intended route was illustrated on the weather map the seat belt sign was ON and the cabin crew briefed accordingly.
This was thought relevant after a Thia Airways Captain was arrested put in jail in Turkey, found guilty sentenced and his pension fund said to be around £75000 seized to get him released from jail and back to Bkk.
A British business class passenger was so severely injured in severe turbulence that a landing had to be made in Istanbul.
The seat belt signs were off with Cat indicated on the weather chart so the judge said he was guilty.
The signs were off as the flight conditions were smooth with no weather activity observed visually or on the radar.
This trial was observed by a Balpa representative and reported pretty much as above in their magazine.
This was thought relevant after a Thia Airways Captain was arrested put in jail in Turkey, found guilty sentenced and his pension fund said to be around £75000 seized to get him released from jail and back to Bkk.
A British business class passenger was so severely injured in severe turbulence that a landing had to be made in Istanbul.
The seat belt signs were off with Cat indicated on the weather chart so the judge said he was guilty.
The signs were off as the flight conditions were smooth with no weather activity observed visually or on the radar.
This trial was observed by a Balpa representative and reported pretty much as above in their magazine.
Last edited by 40&80; 18th Jul 2010 at 21:13.
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are u seriously comparing operating in the US to the middle east and asia? not sure if u have ever operated over there but the conditions are much different with an ils and 7000ft runway about every 20 miles the rcfp is not to blacme for everything but why are we using them on damascus turns. this is not bright.
the rcfp is not to blacme for everything but why are we using them on damascus turns. this is not bright.