Merged: QANTAS/ALAEA EBA
PAF:
You must be a relic of the 1970's because that's the last time I heard this drivel.
If you really are an Air Force Pilot (which I doubt) then by the nature of your career progression you will know very little about that which you pretend to speak with authority...
To put it another way, your purported knowledge is entirely theoretical. You have no direct experience whatsoever of that about which you speak.
To put it another way, I've already directed Moderators attention to your posts.
Being personally attacked by a socialist for taking a position contrary to a "union" line is a bit like being hit with a wet lettuce. But then again, that's how union's operate isn't it - bully individual's into joining, "No ticket, no start" and calling people cowards or of low intellect if they don't toe the union line.
If you really are an Air Force Pilot (which I doubt) then by the nature of your career progression you will know very little about that which you pretend to speak with authority...
To put it another way, your purported knowledge is entirely theoretical. You have no direct experience whatsoever of that about which you speak.
To put it another way, I've already directed Moderators attention to your posts.
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I'm an Air Force Pilot if you must know
Figures. Not that I have anything against the airforce, having been there myself - but it is like neverland. Someday you'll leave and find out what its like in the real world! Believe me there is no leading by example (that you are used to) in the corporate world.
Figures. Not that I have anything against the airforce, having been there myself - but it is like neverland. Someday you'll leave and find out what its like in the real world! Believe me there is no leading by example (that you are used to) in the corporate world.
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to any ginger beer out there, can any of you explain why QF 1,31,5(euro bound) are getting huge delays while QF 11,107 (to U.S.) seem to be running near schedule
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to any ginger beer out there, can any of you explain why QF 1,31,5(euro bound) are getting huge delays while QF 11,107 (to U.S.) seem to be running near schedule
Well mainly because the 11 and 107 are generally 'transiting aircraft' i.e only scheduled on the ground for a few hours so the only things for the gingerbeer to attend to is what the crew have entered in the log during the past sector.
The 1, 31 and 5 typically depart after a long day stop of 8-10 hours or are departing after an 'A' check (24 hours ground time - usually with 3 days worth of work!) This means lots more things to create a delay - engine runs, repositioning of A/C from base to terminal, endless paperwork, endless rectification, lack of spares, tooling, equipment, manpower, licence coverage. Then there's an uncountable number of ridiculous management arse covering procedures, rules and ideology to overcome (lean sigma, 4 pillars, cardinal rules, etc etc) Within all that there tends to be something that will stick it's head up to cause a delay.
Of course the constant carping and disrespect shown by management has erased the goodwill of the LAMEs, which was once the only thing that enabled us to negotiate all the above to 'make things happen' No good will equals lot's of delays!
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LAMEA380, Play ball!
Time for some intellect. It's your last swing! Are you capable? Constructively capable? Time to state your position. No more 'idiot this' 'idiot that'. Lets get down to what this thread is all about. You have the serve. This ones for free. Just make it a good one! Moderators, please take the umpires chair.
P.S. Refer post 1498 for LAMEA380 evidence and retraction of idiocy. Thanks wanty, fellow member. Happens, doesn't it, again, and again. Now, put it on the line. Let me deduce your profile. From there we shall play. Oh what, did you ignorantly believe engineers were not up to this? Did you think managers were the only ones capable? Your on notice!
P.S. Refer post 1498 for LAMEA380 evidence and retraction of idiocy. Thanks wanty, fellow member. Happens, doesn't it, again, and again. Now, put it on the line. Let me deduce your profile. From there we shall play. Oh what, did you ignorantly believe engineers were not up to this? Did you think managers were the only ones capable? Your on notice!
Last edited by Acute Instinct; 25th May 2008 at 08:59.
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All that deferred work is going to ground aircraft before long.
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sickness in ADL
Sickness has spread to ADL as well, only 1 avionics guy on last night who ended up grounding a jet cos of some pitot static problem, a crew harness problem and I think an electrical power contactor issue as well. I heard that the A/C was due out this morining first flt but didnt leave until after 15.00.
well done
when is GD going to learn the true value and scarcity of an engineer? ..... Oh thats right , apparently engineers are everywhere, just look under bushes LOL
well done
when is GD going to learn the true value and scarcity of an engineer? ..... Oh thats right , apparently engineers are everywhere, just look under bushes LOL
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PAF, QF has a host of flight numbers. They could cancel many and the average punter would never know, unless they were on that particular flight. Because of the number of frequencies domestically, these pax are then punted onto other flights. Further, if an aircraft goes U/S another aircraft can take over that flight number. The aircraft vs flight number replacements/swaps then cascade as long as necessary, or one or more flights may be cancelled and pax punted as above, until the U/S aircraft is made serviceable. The U/S aircraft can then slot back into the mix and everything is back to normal - except for the blood pressure and adrenalin levels of the schedulers, maintenance planners, engineers, flight crew and cabin crew, not to mention the affected passengers.
So in summary, the departure times which may be all that matters to some, may look good. So ten out of ten aircraft left a port on time +/- 15 minutes? The real damage to the network is relatively hidden to all but the bean counters who count the lost revenue because 11 aircraft should have left that port (a delay costs anything from $300 to $1000 per minute, depending on how you want to count it - direct impact or flow-on effects); and maintenance and logistics planners who then have to reschedule maintenance and/or hopefully position logistics for the changed terminating base/line station at the end of the day's flying. Scheduled maintenance ground time may be cancelled and the aircraft slotted into the network to take up the slack. The airline, QF Engineering's "customer" tell us when we can have the aircraft to work on it. We just have to figure out precisely how and when we'll do it. Unfortunately the increasing fleet age and aircraft utilisation levels over the years (one of the highest in the world) leave little time to achieve the required maintenance. Such bedlam inevitably results in aircraft turning up at a line station with work called up but no parts, tooling or test equipment or sufficient ground time to acquit the work. Aircraft may then be grounded till the required part/tool/test box arrives the next day, so starting the whole process of cascading aircraft swaps, delays and cancellations again. Overtime helps to minimise these impacts of the "customer's" unrealistic expectations of an ageing fleet's serviceability, logistics, manpower and planning.
That isn't the whole story. Others may be able to further educate you about how QF (or any airline) covers up the effects of delays and cancellations.
Engineers however, can't help themselves. We slog our guts out to get aircraft out on time. It's what we do, it's what we've been doing for decades. Old habits die hard. And long-term employees hang around because they're proud of their work and their employer. But running an operation the way QF has been ramping up to the last few years increasingly relies on the goodwill of the engineers, i.e an ageing fleet requiring more work to keep them airworthy, an expanding fleet of multiple aircraft types, reduced logistics support, reduced manpower, vastly reduced training. Sadly, the last few years has also seen that goodwill severely eroded and perhaps irreparably damaged by the actions and inaction of the current management regime. Many engineers are resigning rather than waiting for a redundancy because they are totally fed up - for the many reasons expressed in this thread and others. This may or may not be intentional by the current management regime. Historically however, engineer attrition rates have been incredibly low compared to all staff except possibly flight crew. Attrition rates now are at record levels, yet are not seen as a problem by current management because I quote "people aren't leaving in droves yet". Yet. And there's no new blood coming through because of the massive disparity in wages between what QF and competing airlines & industries are offering - upwards of $30,000.
PAF, my apologies for the digression from answering your question re delays, cancellations etc, however I also endeavour to return to the subject of the thread.
PS What's a frozo?
So in summary, the departure times which may be all that matters to some, may look good. So ten out of ten aircraft left a port on time +/- 15 minutes? The real damage to the network is relatively hidden to all but the bean counters who count the lost revenue because 11 aircraft should have left that port (a delay costs anything from $300 to $1000 per minute, depending on how you want to count it - direct impact or flow-on effects); and maintenance and logistics planners who then have to reschedule maintenance and/or hopefully position logistics for the changed terminating base/line station at the end of the day's flying. Scheduled maintenance ground time may be cancelled and the aircraft slotted into the network to take up the slack. The airline, QF Engineering's "customer" tell us when we can have the aircraft to work on it. We just have to figure out precisely how and when we'll do it. Unfortunately the increasing fleet age and aircraft utilisation levels over the years (one of the highest in the world) leave little time to achieve the required maintenance. Such bedlam inevitably results in aircraft turning up at a line station with work called up but no parts, tooling or test equipment or sufficient ground time to acquit the work. Aircraft may then be grounded till the required part/tool/test box arrives the next day, so starting the whole process of cascading aircraft swaps, delays and cancellations again. Overtime helps to minimise these impacts of the "customer's" unrealistic expectations of an ageing fleet's serviceability, logistics, manpower and planning.
That isn't the whole story. Others may be able to further educate you about how QF (or any airline) covers up the effects of delays and cancellations.
Engineers however, can't help themselves. We slog our guts out to get aircraft out on time. It's what we do, it's what we've been doing for decades. Old habits die hard. And long-term employees hang around because they're proud of their work and their employer. But running an operation the way QF has been ramping up to the last few years increasingly relies on the goodwill of the engineers, i.e an ageing fleet requiring more work to keep them airworthy, an expanding fleet of multiple aircraft types, reduced logistics support, reduced manpower, vastly reduced training. Sadly, the last few years has also seen that goodwill severely eroded and perhaps irreparably damaged by the actions and inaction of the current management regime. Many engineers are resigning rather than waiting for a redundancy because they are totally fed up - for the many reasons expressed in this thread and others. This may or may not be intentional by the current management regime. Historically however, engineer attrition rates have been incredibly low compared to all staff except possibly flight crew. Attrition rates now are at record levels, yet are not seen as a problem by current management because I quote "people aren't leaving in droves yet". Yet. And there's no new blood coming through because of the massive disparity in wages between what QF and competing airlines & industries are offering - upwards of $30,000.
PAF, my apologies for the digression from answering your question re delays, cancellations etc, however I also endeavour to return to the subject of the thread.
PS What's a frozo?
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One thing I will add to Koneheads post PAF, is the obvious observation that your good self will understand absolutely none of what he has just explained to you, only for the simple fact that you have never worked operationaly in RPT. Not your fault, not slinging mud, but just highlighting that as a RAAF driver this will all be double Dutch to you. Keep watching that web site buddy, and racking up those FF points on the Australian tax payer
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One thing I will add to Koneheads post PAF, is the obvious observation that your good self will understand absolutely none of what he has just explained to you, only for the simple fact that you have never worked operationaly in RPT. Not your fault, not slinging mud, but just highlighting that as a RAAF driver this will all be double Dutch to you. Keep watching that web site buddy, and racking up those FF points on the Australian tax payer
LOL.......................
Good post Konehead.....And at some point CASA will step in and want to review compliance with the QF maintenance system......and at that point, which is a long way away....QF management will realise what they have done.
To put it another way, when you scrimp on maintenance, the effects take a long time to appear....but when they do, they take enormous resources (that Qantas no longer possesses) to fix.
To put it another way, when you scrimp on maintenance, the effects take a long time to appear....but when they do, they take enormous resources (that Qantas no longer possesses) to fix.
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Come in CASA
I hear that just one week of no overtime by LAMEs the routine (OSIP) maintenance is running toward or past 10% overrun.
There is no more meat to keep the fleet afloat.
No matter how hard we work, no meal breaks etc for 12 hours, aircraft will be lining up against the fence.
Time CASA had a word to the bosses.....
There is no more meat to keep the fleet afloat.
No matter how hard we work, no meal breaks etc for 12 hours, aircraft will be lining up against the fence.
Time CASA had a word to the bosses.....
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PAF,
It's almost impossible to track flights that have 'dissapeared' from the schedule as every single day has a different schedule.
It's not like the old days when there was a printed timetable that they stuck to.
For example, often on Sunday mornings there will be several flights available for booking, however, when viewing the available seats there will be one which is almost empty. This is then the last one to be filled and if bookings are low it will often be cancelled with about 12-24 hours notice with minimal re-bookings needed. On the flip side, that aircraft could then be slotted onto another route which has high bookings, thus ADDING a flight to the schedule.
Unless you are studying EVERY day's schedule for several days in advance you will never see these switches and as a result of the huge planning need this ( actually very good) system has created they can also 'hide' problems when the need arises.....such as now.
I would also not trust the total truth of those departure times either. From my time at the international terminal the threat of the 'delay report' always seemed to encourage a liberal approach to 'off-blocks' call time!!
PAF, if you want to check out a real delay have a look at the 12.10pm Perth flight from SYD on Sunday.............ouch.....4 hours......that's one of those 'shouldn't even have them anymore old 747's.........what? you want us to maintain them too..........good one DC!!
It's almost impossible to track flights that have 'dissapeared' from the schedule as every single day has a different schedule.
It's not like the old days when there was a printed timetable that they stuck to.
For example, often on Sunday mornings there will be several flights available for booking, however, when viewing the available seats there will be one which is almost empty. This is then the last one to be filled and if bookings are low it will often be cancelled with about 12-24 hours notice with minimal re-bookings needed. On the flip side, that aircraft could then be slotted onto another route which has high bookings, thus ADDING a flight to the schedule.
Unless you are studying EVERY day's schedule for several days in advance you will never see these switches and as a result of the huge planning need this ( actually very good) system has created they can also 'hide' problems when the need arises.....such as now.
I would also not trust the total truth of those departure times either. From my time at the international terminal the threat of the 'delay report' always seemed to encourage a liberal approach to 'off-blocks' call time!!
PAF, if you want to check out a real delay have a look at the 12.10pm Perth flight from SYD on Sunday.............ouch.....4 hours......that's one of those 'shouldn't even have them anymore old 747's.........what? you want us to maintain them too..........good one DC!!
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Friday SYD PER 12:10 flight departs 21:30 ... 9h20m late
not due to breakage just lack of manpower to do the A check.
That does not appear on the web site
It did not finish there because,
not due to breakage just lack of manpower to do the A check.
That does not appear on the web site
It did not finish there because,
26th May 2008, 6:00 WST The West Australian newspaper
Qantas has apologised to more than 200 passengers who were forced to wait on a plane on the tarmac of Perth Airport for nearly three hours early on Saturday morning because no staff were on duty at the terminal.
The delay was made worse because the passengers had already had to wait eight hours to board the plane because of a mechanical fault.
One passenger, who asked to remain anonymous, said by the time people disembarked just after 4am, most had been awake nearly 24 hours.
“There were no apologies,” the man said.
Qantas has apologised to more than 200 passengers who were forced to wait on a plane on the tarmac of Perth Airport for nearly three hours early on Saturday morning because no staff were on duty at the terminal.
The delay was made worse because the passengers had already had to wait eight hours to board the plane because of a mechanical fault.
One passenger, who asked to remain anonymous, said by the time people disembarked just after 4am, most had been awake nearly 24 hours.
“There were no apologies,” the man said.
Last edited by Short_Circuit; 26th May 2008 at 05:45.
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All chewing in to the Qantas $100 Mill fighting fund.
Wonder what sort of costs the bean counters have racked up thus far with only 1-2 weeks in to the OT bans. lol
Come on GD, you line your own pockets now start lining ours.
Give us our 5%
Wonder what sort of costs the bean counters have racked up thus far with only 1-2 weeks in to the OT bans. lol
Come on GD, you line your own pockets now start lining ours.
Give us our 5%