The flight did not push back until 1929 hours. The SIN stop is estimated as 0014 to 0135 hours on Friday 14 with LHR arrival 0800 hours, 105 minutes behind the timetable. Aircraft A388 VH-OQF had been in SYD since arriving at 0629 hours (11 early) on QF128, the redeye from HKG that tonight becomes either an A333 or a B744 for quite some time (although today's QF127 was A332 VH-EBO.)It was showing as 'punctual' this monring but the afternoon's Thursday 13 February's QF1 has been suddenly altered to depart SYD at 1830 hours rather than 1700. SIN arrival is predicted 65 late at 2310 late tonight local time. QF has yet to publicly adjust timings for the second leg to LHR.
'The 1' departed SYD at 1907 hours (127 minutes late.) SIN's intermediate stop is estimated as 2350 to 0115 (Saturday 15) with LHR arrival 65 minutes late at 0720 hours. This is a net gain ('gate to gate') of 62 minutes. A388 VH-OQB had been in Sydney all day after arriving 24 late on QF12 at 0859 hours.On Friday 14 February, QF1 is delayed by two hours to a predicted 1900 hours in its departure from SYD with the SIN intermediate stop to be 2350 to (Saturday 15) 0115 and LHR arrival 0720 hours, being 65 minutes late...
Crosswinds increase the possibility of tail strikes. QF10 VH-ZND, 09Feb, got an EICAS tail strike indication which may only mean an activation of the tail strike sensors rather than an actual tail strike. (Apparently no damage found).Seems all over the UK was hairy as hell yesterday - flights abandoned at Luton with diverts to Stansted or Manchester + some even being sent to Frankfurt.
Very good point....On a side note, I'm very surprised more isn't being said of QF's ongoing operational reliability across the international network. I'm avoiding QF like the plague as a result of it, but it seems I'm part of a very slim minority who are bothered by it.