Qantas flight from Auckland to Sydney makes mayday call

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Another turn back, this time back to Nandi (Edit: Nadi 🥲 )after fumes coming from the galley oven. When you’re hot you’re hot and when you’re not you’re not. 😕
 
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RooFlyer said:
Another turn back, this time back to Nandi after fumes coming from the galley oven. When you’re hot you’re hot and when you’re not you’re not. 😕
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Maybe it was the ravioli?…😳

Qantas Domestic & International Business Class meals/menus

This is what's being offered to me flying J/F on AS SEA-ORD in a couple of weeks time. Keeping in mind that in the US entree actually means main
www.australianfrequentflyer.com.au www.australianfrequentflyer.com.au
 
There was another this morning. QF608 MEL-BNE return to the gate with a tech issue - left two hours later (I think a different aircraft but can't verify that).

Now I am not too worried about these things per se. I mean I had one years ago - also on a MEL-BNE as it happens. We pushed back, did safety vid blah blah sat on the ramp for probably 5-10 minutes. Captain says there's something he's not quite happy with (I forget if he gave any details) and won't accept the aircraft to fly so we returned to gate. Deplaned. pax got $20 vouchers iirc (I just went to the lounge) and we got a different aircraft a few hours later. No biggie. (obviously quite a few people were disrupted of course and annoyed, but in the grand scheme of things it was not major). For me, I felt that much more secure that the Captain made a decision based on their safety standards and that did not feel comfortable to fly with it as was. Safety.

That incident was not reported as a major issue like these things are. it was not reported in the media at all - as it shouldn't have been. Well trained people doing their job is not really news.

The thing is things happen all over the world every day (there was an issue at LAX I came across on youtube livestream the other day with a UA 757-300 landing with a potential problem and met by lights and sirens - and was all handled just fine).

What is unfortunate is so many reported in such a short period of time and looks really bad even though all of these things, as far as I can tell, have been examples of safety/redundant system working as designed (ie: one engine landing in SYD), tech crews doing their jobs and putting safety first (most of the others) and plain mech isues (flaps on a bloody old 717).

Does it indicate a possible more systemic issue with maintenance ? I'm not going to jump to that conclusion that many out there already have - I simply don't have that information. I would not many armchair "experts" mouthing off after the AKL-SYD engine issue about 737 safety due to outsourced maintenance by QF to be shot down that 737 and 330 maintenance is done in BNE (and a few of us have been through that area in BNE during one of the A330 conversions back some years back and it was fascinating).

I still have no concerns boarding a QF (or VA or Rex for that matter) aircraft even after these incidents. You know nobody injured, no hull damage, yes some delays and people inconvenienced due to turn backs and the like, but that's life in the skies. I'd rather arrive three hours late than have a potential issue because the tech crew ignored a potential concern and plowed on (see also Baku diversion).
 
RichardMEL said:
Does it indicate a possible more systemic issue with maintenance ?
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I don't think it does, however I think we do need to be aware of Qantas maintenance engineers' complaints about poor resourcing (things like not having enough tools) which are impacting their productivity. I am not sure if those have gone away now that ALAEA has agreed to a new contract (how much of it was real problems and how much was union posturing?). However I do remain concerned about the average age of AME's and the lack of new apprentices being taken on. That does lead you to wonder what lies ahead.
 
RooFlyer said:
If they are using the keyboard, its a bit of a give-away (but still not 100%).

I once got called out by a FA for speaking into my phone while taxiing. I was able to show that I was making a voice note :)
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With QF and wifi using a keyboard means little.

But my recent QFd flights the crew have been proactive shutting down voice calls. One guy tried to keep going and the crew were back to him in a flash.
 
MEL_Traveller said:
With QF and wifi using a keyboard means little.

But my recent QFd flights the crew have been proactive shutting down voice calls. One guy tried to keep going and the crew were back to him in a flash.
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It becomes more an issue of failing to follow crew instructions rather than the phone itself, which is why they get rather strict about it.
 
Who did AJ upset at C9?
Seems they have a real axe to grind

I’m presuming the paperwork issue was due to the fact that QF887 is always a 737 but yesterday it was operated by an A330.
Flight turned around and landed back in ADL before setting off again a couple of hours later


https://twitter.com/x/status/1617692473199038464
 
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jase05 said:
Who did AJ upset at C9?
Seems they have a real axe to grind

I’m presuming the paperwork issue was due to the fact that QF887 is always a 737 but yesterday it was operated by an A330.
Flight turned around and landed back in ADL before setting off again a couple of hours later


https://twitter.com/x/status/1617692473199038464
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EDTO paperwork had not been signed off
 
jrfsp said:
EDTO paperwork had not been signed off
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Now- I admit that I have honestly no clue but as a layman I must wonder how the heck would this happen? Maybe it’s different in aviation but any job I’ve had in my life, if I had done something wrong due to “paperwork not being signed off”, that would have been considered me being really slack or negligent.

Is that different for pilots and there’s an easily excusable reason for this? Again, I have zero knowledge into this, hence my question.
 
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