“new” QF B737-800s

[moa999]

They received the first 14 B737-800s in just 7 month back in 2002. Assuming more or less equal use and variances over the years,

The big unknown though is the variances over Covid and how that impacted each aircrafts hours.

A few days ago on one of the SydSquad shows, with I believe a QF engineer as guest, it was mentioned the first 737 retirement was still 2-3yrs away.

 

[Quickstatus]

While the screenshot I posted above suggest only hours, do aircraft takeoff-landing cycles feature in heavy maintenance schedules?

Do 737 have maximum hours or cycles - (there was a post by jb747 about the A330 running out of hours)

 

[evanb]

The big unknown though is the variances over Covid and how that impacted each aircrafts hours.

A few days ago on one of the SydSquad shows, with I believe a QF engineer as guest, it was mentioned the first 737 retirement was still 2-3yrs away.

While the screenshot I posted above suggest only hours, do aircraft takeoff-landing cycles feature in heavy maintenance schedules?

Do 737 have maximum hours or cycles - (there was a post by jb747 about the A330 running out of hours)

It depends on the specific components and/or heavy check in question, some are based on hours and others on cycles, or even a combination, while other elements have fixed time limits, for example, various corrosion checks are not based on cycles or hours, but fixed time intervals. Because of the latter, there's only limited scope to shift back heavy checks.

The story regarding the A330s seems to have come from a Crickey article that was an straight-up fabrication as the aircraft in question are now back in service. For example, the cycle limit for A330s is 40k. At 4 cycles/day that would take you more take 30 years to hit. FWIW, the oldest QF birds are a touch over 20k.

 

[evanb]

Been a while since Boeing have used the d check terminology. It’s now called P48 and I don’t believe any of the QF birds have hit the requirement for their third P 48 let alone their fourth.

Correct, D-check isn't the formal term but it's still used widely as an informal term to generate consistency between OEMs as well as aircraft, particularly newer ones, that allow operators to choose between various base and heavy maintenance cycles based on their operating needs.

FWIW, most European operators are still using letter terminology (but only Cs) for B737NGs, with the 24 year structural check being C12. P48 is a check if you're following a specific MPD, but it's not the only option.

 

[justinbrett]

Always possible, but it creates complexity, especially if not all pilots and cabin crews can operate it.

I'm not sure what your point is - are you suggesting crew are assigned to routes regardless of the aircraft assigned to it?

QF will move the aircraft around between routes, and whatever crews belong to those aircraft move with it. It's not complex at all. If the aircraft get rebased sure that requires changes to crew numbers but that's not what has been suggested here.

 

[moa999]

Third aircraft (ex 9V-MGM serial 44229) onto the CASA register this week as VH-XZS.

Probably means 'delivery' soon.

 

[markis10]

I'm not sure what your point is - are you suggesting crew are assigned to routes regardless of the aircraft assigned to it?

QF will move the aircraft around between routes, and whatever crews belong to those aircraft move with it. It's not complex at all. If the aircraft get rebased sure that requires changes to crew numbers but that's not what has been suggested here.

Cabin crew stay with the entity employing them, QF mainline crew often are no longer aircraft rated like they were pre COVID, depending on their EBA they could do A330/737 on the same day, however if an A220 is used, that means NJS crew.

 

[Saab34]

I think the point was more about the QF training department not letting pilots fly it unless ticked off for differences training on it. The differences up front on these machines only appear minimal so I’d imagine it’s nothing too in depth. AV was talking about this on another thread around the differences in the ex Singapore or KLM machines.

Back in the old days, did QF let pilots rotate around the 737-300/400/800? I see some airlines now have pilots rotate between the 777/787.

 

[justinbrett]

Cabin crew stay with the entity employing them, QF mainline crew often are no longer aircraft rated like they were pre COVID, depending on their EBA they could do A330/737 on the same day, however if an A220 is used, that means NJS crew.

That was exactly my point (the comment was about mainline vs QLink). Yes cabin crew can go between 737 and A330 but pilots obviously can’t.

I think the point was more about the QF training department not letting pilots fly it unless ticked off for differences training on it.

I think CASA might have some thoughts on the matter.

Pilots have to do full conversions between types except for certain combinations from the same manufacturer (eg 777/787, but not 737/787). But as A220 was the type this comment was directed at, remember it’s an Airbus in name only and shares no commonality with the real Airbus 3XX fleet. The A220 is essentially a Bombardier aircraft (and before you ask, no common type rating with Q400 for obvious reasons).

 

[evanb]

Back in the old days, did QF let pilots rotate around the 737-300/400/800? I see some airlines now have pilots rotate between the 777/787.

Qantas don't have any hesitancy with difference training across similar type ratings, at least not anymore. A330/A350 will share a pool at Qantas, with A330 FDC doing difference training to A350 and flying both A330/A350. It doesn't mean all A330 drivers will do A350 difference training, at least not at first, as the sizes of the sub-fleets will be quite different, but over time it'll ultimately become one pool.