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Tag Archives: Crew

Air Pegasus stops flying to Cuddapah, yet to operate Hubli second frequency.

01 Thursday Oct 2015

Posted by theflyingengineer in Air Pegasus

≈ 1 Comment

Tags

72, Air, ATR, Bangalore, Bengaluru, cancellation, Crew, Cuddapah, Flights, Hubli, Pegasus, Shortage

Air Pegasus ATR 72 500 VT APAAir Pegasus, which started operations mid April and now has a fleet of 2 ATR 72-500s, is impacted by shortage of crew to fly its aircraft.

The Bangalore based airline, which in August announced a second frequency to Hubli, to allow for a day return for passengers from either city, has not yet operated the morning 7:05 Hubli flight since 20th August 2015, effectively serving just one flight either way, each day. The airline isn’t yet accepting bookings for the morning Hubli flight.

The airline has reportedly stopped operating flights to Cuddapah since a significantly long time. The airline is next open for bookings to Cuddapah only on the 11th of October. Air Pegasus inaugurated the Cuddapah airport, and was the only operator flying to the city. It operated the first flight to the city on 7th June, 2015.

Crew shortage is preventing the airline from both operating scheduled flights as well as expanding or strengthening the route network. Cancellation rates at the airline, which started at 0%, started increasing month on month to touch the airline’s high of 5.81% in the month of August.

Air Pegasus presently operates two ATR 72-500 registered VT-APA and VT-APB, both ex-Kingfisher ATR 72s leased from Elix Aero. The airline is presently scheduled to operate 16 flights a day (except Tuesdays), of which it currently operates only 12 – 14 flights a day. The maximum present daily aircraft utilisation is 10:50 hrs, and an average of 8:10 – 9:15 hrs per aircraft per day. Till the 31st of August 2015, the airline had flown 40,930 passengers with an average load factor of 75%. The average distance flown per flight is 435km, and the average block hour duration is 1:20 hrs per flight.

Air Pegasus is one of 5, 70-seat turboprop operators, and one of 4 ATR 72 operators in India. Trujet and Air Pegasus are the only two scheduled airlines in India to operate an all ATR 72 fleet.

A Start-Up’s Hiccups: Air Costa cancels 22 flights

14 Monday Apr 2014

Posted by theflyingengineer in Operations

≈ 2 Comments

Tags

Air, Cancelled, Costa, Crew, E170, E190, Embraer, Flight, Flights, Hiring

AC_E190_inflight

Air Costa has cancelled a significant number of flights listed in its approved Summer Schedule. As a startup airline with a different model, it faces issues on many fronts: one of which is an insufficient number of sufficiently qualified pilots to fly its four airplanes: two Embraer E170s and two Embraer E190s.

The sectors affected are those that are operated by its smaller Embraer E170 aircraft-with a seating capacity of 67 each: Vijayawada <-> Hyderabad, Chennai <-> Madurai, Chennai <-> Vijayawada, Vijayawada <-> Vishakhapatnam, Chennai <-> Coimbatore, Coimbatore <-> Bangalore, Bangalore <-> Vijayawada, Bangalore <-> Hyderabad, and some of the Bangalore <-> Chennai and Hyderabad <-> Chennai flights.

The Embraer E170s fly the shorter, thinner southern routes, while the E190s fly the longer, and thicker routes northbound out of the southern region, to Ahmedabad and Jaipur, connecting these cities to Hyderabad, Bangalore, and Chennai. The E190s also fly between Chennai <->Hyderabad, and Chennai <-> Bangalore, and connect Vishakhapatnam to Bangalore and Hyderabad.

The E170s account for 22 flights a day, or 55% of the airline’s daily flights.

The airline is tackling the situation by phone-calling each and every affected customer, explaining the situation and offering a full refund, contrasting a situation in late 2011 when the DGCA had pulled up IndiGo, SpiceJet, and the then-operational Kingfisher Airlines for having allegedly cancelled flights without informing passengers. Although the airline seems to maintain a low key when it comes to publicity, this act seems to highlight the airline’s customer focus: something no airline can afford to ignore, especially at the start-up phase of an airline.

Customer focus and on time performance are key factors for many passengers when choosing between airlines that offer matching fares.

Air Costa’s commercial flight operations commenced on 14th October 2013, exactly 6 months ago. The start-up phase, and the fact that the airline is the only operator of the Embraer E170/E190 airplanes in India, makes this a very challenging period for the airline.

The Reason: Pilot Shortage

The airline presently has 22 pilots qualified to fly on the E170/E190 airplanes. Typically, an airline requires 10 pilots per aircraft, or 5 sets of crew per airplane. With 22 pilots, there are enough to fly just 2 aircraft, leaving the two other airplanes with no crew.

The airline has chosen to fly the E190 airplanes, as its utilization on its network is much higher: 14.5hrs a day, which is upto nearly 2.5hours more than the E170s. Besides, the E190 with 112 seats in an all-economy cabin has a lower operational cost per seat, when compared to the E170.

The airline had planned for a sufficient number of pilots to fly the routes in the summer schedule, starting 5th April 2014, but that plan didn’t materialize. 8 foreign commanders were supposed to have cleared the Foreign Aircrew Temporary Authorization (FATA) examination-an exam conducted by the Indian DGCA to ensure foreign pilots are up to speed with Indian regulations- at least 15 days before Air Costa was to have kicked off its full network under the Summer Schedule. However, the crew did not clear the examination, which is held fortnightly.

Another 21 pilots will be joining the airline in a week, of which are the 8 FATA licence holders. The other 13 type rated pilots are Indians, of which 7 are commanders and 6 first officers. Recently, the airline hired 40 commercial pilots with no previous airline experience. Ground classes for these pilots are in progress at Vijayawada, before they’re sent for their Embraer E170/190 type rating. The type rating program may very likely be conducted at Jordan.

Flights under the approved summer schedule are expected to commence shortly, once the 21 pilots are available.

Air Costa is finding it difficult to have a sufficient number of qualified flight deck crew who may remain on standby, and also faces a shortage of examiners, who are instrumental in the release of Indian commanders and first officers. The airline is the only operator of the Embraer E170/190 family of airplanes, while every Indian other airline flies Boeing 737NGs and Airbus A320 family airplanes, eliminating the possibility of poaching experienced and ready-to-fly-on-type pilots.

On March 30th, one of Air Costa’s E170s was grounded temporarily due to a windshield crack. The void left in the network was filled by one of the Embraer E190s: VT-LBR. The replacement windshield has arrived and been fitted on the aircraft, and is believed to have also been re-cleared for flight operations.

2014 Fleet Expansion Plans

The airline plans to add another 3 Embraer E190 aircraft to the fleet, one each in the months of August, October and December. As the fleet and flight crew members grown in number, the airline is expected to be less affected by such operational issues.

Air Asia’s Airbuses, and those who wish fly them

23 Sunday Feb 2014

Posted by theflyingengineer in General Aviation Interest

≈ 1 Comment

Tags

A320, Air, Airbus, Asia, Crew, Fleet, Flight, India

Air Asia India A320

Air Asia’s first aircraft may not arrive before March 2nd 2014. How many pilots the airline has, and what crew who switch airlines look for. Operations in Summer. This, and more, below.

Air Asia India had intended, in the October of 2013, to start operations with MSN 5200, an Airbus A320 now flying for Indonesia Air Asia as PK-AZI, and was formerly flying with Air Asia Japan. The timing of the closure of Air Asia Japan (October 2013), and the starting of Air Asia India, intended in the December of 2013, was coincidental.

But on 20th January, 2014, the DGCA issued a public notice, stating, “In order to comply with the requirements of Schedule Xl of Aircraft Rules 1937, a notice is hereby given to the public and all the persons likely to be affected by the grant of this permit to M/s Air Asia (lndia) Pvt. Ltd. for the purpose of providing scheduled air transport services in lndia, submit their objections or suggestions, if any, within twenty days of issue of this public notice”

That only meant one thing: delay.

A committee was setup under A.K. Sharan, Joint Director General, DGCA to review the objections and suggestions received in respect of application for grant of permit to Air Asia (India) Pvt. Ltd.

A month later, on 21st February 2014, the DGCA issued a second public notice to do with Air Asia India, in which the following statement was made, “The Committee in its report have not found any reason to keep on hold the processing of application of M/s. Air Asia (India) Pvt. Ltd., for issuance of Air Operator Permit (AOP) .”

This paves the way for the issuance of Air Operator’s Permit “subject to compliance of various requirements in terms of CAR, CAP 3100 and other applicable rules and Air Information Circulars.”

Aircraft on short finals

A photo showing MSN6015, an Airbus A320-216SL, was caught flying at Toulouse on 19th February, 2014 (image on top). The aircraft, flying under the test registration F-WWBV, will be registered VT-ATF. VT-ATB, MSN6034 will be the next aircraft to join the fleet, according to ch-aviation. Route proving flights, the last stage in the process to obtain an Air Operator Permit, will be done on these aircraft. MSN5200 will, for now atleast, remain with Indonesia Air Asia.

Air Asia A320 Fleet Breakup“The A320 delivers fantastic reliability, and we work these aircraft very hard: flying them almost 14 hours a day – conducting eight landings and takeoffs, performing turnarounds in 25 minutes,” said Tony Fernandes, in 2012 when receiving the airline’s 100th Airbus A320 at Toulouse.

When IndiGo and GoAir started operations, their first set of Airbus A320 aircraft took almost one month between the first flight and the delivery to the airline. The time period has now reduced to between 11-15 days, though it occasionally takes a month. If the trend continues, AirAsia’s first airplane may not arrive before 2nd March 2014, and not later than 19th March, 2014.

The award of the AOP is expected 1 – 2 weeks after the route proving flights, if all goes well. This pegs, as of today, the AOP award toward the later part of March 2014, and the start of operations in April 2014, coinciding with the Indian Summer.

Apparently, the airline plans to start operations with 5 aircraft, which is expected to grow to 10 in one year of operation. The airline declined comment on its fleet expansion plans.

The airline presently has 35 pilots. With such a number, the airline can comfortably operate 3-4 aircraft.

As per Indian Civil Aviation Requirements, “Before the Scheduled Operator’s Permit is issued, an applicant shall have a fleet of minimum five aeroplanes.” The same CAR offers a relaxation, “To facilitate the start of the operations, operators will be permitted to operate with one aeroplane/ helicopter and will be given one year’s time from the date of securing operator’s permit, to have the fleet size of five aircraft.”

Airline in the sights of flightcrew.

Air Asia India presently has 35 pilots: 15 Captains and 20 First Officers. And the hiring is still on.

A Spicejet first officer, who  flies the Boeing 737NG, has an Airline transport license, and  goes by the alias “spiceflyboy” expresses his thoughts on joining Air Asia. He feels that getting an Airbus Fly-By-Wire rating and experience is good, as he can later move on to an Airbus A330, A340, A350 or A380 operator. With his Boeing experience, he feels he can possibly fly for Boeing 777 and 787 operators. “Globally, Airbus pilots are in greater demand”. With 2000+ hours on the Boeing 737NG, another 2000+ hours on the Airbus A320 will, in his opinion, make him “future proof”. “Air Asia, being a LCC, will give me a lot of flying, which I need at this stage of my flying career. But I’d go only if they hire me as a transition captain”.

Would there be any reasons for not joining Air Asia? “If they don’t take off, I wouldn’t join them. If they pay less, or keep me as a first officer, I wouldn’t want to be with them”.

For many senior first officers, who may have to wait long for their command, Air Asia is their target. At this stage of an airline, pushing for command is easier: there is a lot of flying, and the need for captains will make the airline push qualified first officers to the left seat. An expedited command, even with a slightly lower remuneration, means a lot for a senior first officer: the “P1” stamp on the license throws open the job market. It was a similar case at IndiGo when the airline was in a dire need of pilots. That scenario no longer exists at the blue airline.

For others, work culture is more important than the money. There are pilots who are willing to accept INR 20,000-30,000 lower gross pay per month, if they are promised a better work culture, in line with what Air Asia offers today.

In any case, Air Asia India is attracting, on average, 10-15 sufficiently qualified aircrew, for each interview session, even if most are uncertain of switching airlines.

Leading, and keeping the crew Smiling

16 Saturday Nov 2013

Posted by theflyingengineer in General Aviation Interest

≈ Leave a comment

Tags

Air, AirAsia, Asia, cabin, Crew, Happiness, India, Indigo, Loyalty, Pay, Pilot, Satisfaction

AA_6EIn a move to keep its staff happy, IndiGo recently hiked the pay of its staff, including those of its captains, senior first officers, first officers, junior first officers, as well as cabin crew. While a captain’s gross pay has reportedly been hiked in the range of 15%, the cabin crew’s pay has close to doubled.

The salary hike is effective from the month of December, and serves to bring cheers to crew members who have, reportedly and apparently, felt that they have given the company their all, working to help push the airline to profits, but haven’t received a hike for “so many years”.

Many approachable, polite and fair-playing management pilots have apparently resigned, to the dismay of many pilots.

An IndiGo management pilot has moved to Air Asia India, making him the first IndiGo pilot to join the flight deck staff at the regional low cost carrier that is yet to start domestic operations in India.

“Leading” the change

IndiGo is a well performing airline, if one is to look at their load factors (the highest average in the country), their fleet, and the reported profits. All is well till competition sets in. Aditya Ghosh, CEO of IndiGo, had told Business Standard, “I don’t lose sleep over AirAsia”.

But there may be reason. Not certain, but strong, to lose sleep. Many pilots are willing to accept INR 20,000-30,000 lower gross pay per month, if they are promised a better work culture, in line with what Air Asia offers today, to its staff. Say many, if offered the same or even a slightly lesser salary, they’re willing to leave their airline for Air Asia, if they feel they can go to work happy.

To many line captains, happiness is worth more than approximately INR 4,00,000 per year. Finally, happiness has a price tag.

Aditya Ghosh is known to be dynamic. He is known to interact freely with his employees, and he set off a new trend in the Indian airline industry: being funny, sometimes witty, and doing many things pleasingly different.

With Mittu Chandilya stepping in as the face of Air Asia India, the spotlight is now shared and slowly shifting to an impressive former model who is seen with sport cars; among young students at universities of repute; playing cricket with his staff; personally attending certain cabin crew selections; first hand observing operations at the airline; promoting causes; and importantly, running his own Facebook page for fans to follow. While Aditya Ghosh’s spotlight-shyness is respected, Mittu’s emergence into the spotlight, not necessarily to talk about himself, sets the latter apart.

Infact, it propels Mittu’s image, and consequently the airline’s image, to a new level: run by confident, open men who love not fun, but loads of it, while not compromising on what matters: work, safety, and the people who run the airline. Whether this will actually translate into how the airline is run is hard to tell, yet, but most are willing to take the chance.

Feel many pilots: “ I’d want to work for, or be led by a dynamic, impressive man. Someone like Mittu Chandilya. He’s inspirational.”

It’s not just the money. It’s the promise of a satisfying, fair, and exciting work culture coupled with the dynamism of a CEO who’s a natural in pleasing and leading, possibly reflecting what the airline may turn out to be. Ofcourse, a lot goes into the operational success of an airline, but small yet important things like an impressive leader, and good work culture can help with staff loyalty, something which is definitely part of any company’s definition of success.

A famous low cost airline’s trouble at the top

06 Sunday Oct 2013

Posted by theflyingengineer in General Aviation Interest

≈ 1 Comment

Tags

Airlines, Crew, dissatisfied, management, members, Pilots, Resignation, trouble

Although this airline, The JetBlue of India, has enviable financial figures, there seems to be trouble brewing at the top. There has been a management shuffle and few top management pilots have tendered their resignation. Following that is an email sent anonymously by one of their own pilots, to the airline’s flight crew and management.

Being anonymous, the contents cannot be verified or ascertained. But the specific mention of people, notices and other details adds certain credibility to the letter.

This letter has been published that people may be made aware of hidden levels of dissatisfaction that may run in an airline: any airline, for that matter. The intent of this post is neither to support nor blemish any airline, individual or group, but to better understand the emotions of flight crew. After all, the safety rests in the hands of the men and women at the front end of the airplane. Read the letter HERE.

ATR 72-500 and -600 Cross Fleet Utilization approved by DGCA

15 Friday Mar 2013

Posted by theflyingengineer in Manufacturer, Operations, Technical

≈ Leave a comment

Tags

500, 600, 72, Airways, ATR, Crew, Cross, Fleet, Jet, Singapore, Utilization

The Dividing Line: The clean and well presented -600 cockpit (left) and the cluttered -500 cockpit (right). Undoubtedly late, but worth the wait.

With respect to type rating designation for the ATR 42/72 series, DGCA finally recognizes the same type rating (single license endorsement) for the existing ATR 42/72 variants and ATR-600 variants as “ATR42/72”. This means that the flight crew on Jet Airways’ ATR 72-500 can now fly either the -600 variant or the -500 variant on a single day, but not both the types on the same day.

This allows Jet Airways to better utilise its turboprop flight crew, which until recently was affected by DGCA’s then non recognition of the common type rating for the two types.

With only 2 ATR 72-600 in its fleet, and more expected to be inducted, this recognition is welcomed as Jet Airways slowly phases out the -500 in favour of the -600. Further, Jet Airways will realise training cost savings from the newly opened ATR Training Centre at Singapore, which houses one ATR 72-600 FFS (Full Flight Simulator).

The common rating is allowed with a differences training. EASA recommends a differences training of 5 days, which includes and covers 28 hours of classroom instruction, web based training, and practice on the Virtual Hardware Platform Trainer (VHPT),  and 4 hours per crew on a Full Flight Training device (FFT), such as a FFS.

The differences training between the two aircraft focus on:

  1. Engine malfunctions during take-off;
  2. Use of avionics in normal and abnormal / emergency operations, including FMA annunciations, caution and warning messages on the Engine & Warning Display (EWD), and associated human factors issues;
  3. Use of Flight Management System (FMS);
  4. Use of Electronic Checklist (ECL);
  5. Ice detection and management systems and displays (including APM); and
  6. Crew Resource Management (CRM) with regard to the new functionalities.
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