Classic aircraft, (A320-231 once a premier aircraft of our fleet in
early 1990s), are now least preferred by Pilots, Engineers and cabin crew due
various reasons to each of three categories. Pilot’s energy level goes low as
soon as he knew about the classic aircraft scheduled for his flight and feelings
of Cabin crew are no different than rest others.
Acft allotment to engineers is considered no more a fair job if
classic aircraft are not distributed homogeneously in a shift among the
engineers. Person who does not get the allotment of this aircraft is considered
to be a fishy act of their boss and is not being taken in good sense. This is
true to a certain extent.
Passengers who either luckily/unluckily have been boarded on our
classic aircraft have a unique storyline of their flying experiences to share with
and so the Pilots and Engineers too. It tests the flying skill of Pilots, Knowledge
of Engineers and patience of our set of cabin crew while flying in classic
aircrafts.
In early 90s when engineer’s name was appeared on the list of License
Training; they used to be on cloud 9.Their style of walking & talking
immediately changed to a classic one. They feel themselves to be a part of
elite group of “Fly
By Wire”. Licensing authority too had a classic style of conducting
examination for this aircraft. People used to praise and regard a lot who was
conducting A320 examination/oral those days and were treated as an intelligent
and a luckiest person in aviation.
After 2 and half decades of flying of our classic aircraft, they
have lost their glory and no one like to associate with this; not even pilots
and C/crew. Those who are dealing with these aircraft are now neither belongs
to elite group nor considered them as a lucky one anymore.
While I was moving out of my home for a flight at 23:30 hrs of 04/08
was well aware of mine being on classic aircraft for my outward journey at
01:00am.Everything being normal on a NIL NOTED flight with
APU U/S and a VERY HOT Cabin was not abnormal for me. Refueling was in
progress with technician stationed at refueling Panel. Suddenly our technician
came running to me and informed that no power was available at refueling panel.
I just reset the CBs and refueling once again resume normal with a sudden power
failure at R/Panel once again. I realize the gravity of the situation when observed
on the system pages that LH WING TANK along with
FOB was XX. Immediately this was brought into the notice of departure
engineers to take appropriate action which lasted for an hour delaying the
aircraft for one and half hr before it took off for flight. Soon after Liftoff,
above said indication goes off forced the acft to land back at 03:15am.Pilot
could not get the bay as Air India dispatch was not available all through the
flight until Aircraft entered into the taxy way “S” to CW1 towards the bay
24R.Why AIR INDIA dispatch was not available in emergency; was bothering the
Pilot in command due this he had to request ATC to contact Air India IOCC or
HCC to get the bay and call on landline to company dispatch. How serious we are
in our day to day work?
Aircraft was replaced with another standby classic aircraft and we
left for the destination at 05:00am early in the morning after a delay of 04
hrs. Aircraft landed with Both radar unreliable, ADIRU 1,2 &3 diagree, F/O
AOA Fault, Ruder travel limitation fault with auto thrust lost in flight etc.
Passengers were very irritated due one after another problem that forced me to
remove my appellate from my uniform to save myself from their anger.Air India’s
preparedness was totally out of sync inter departmental attitude to tackle the
situation. Pilot too was not coming out of Cockpit to interact with passenger whereas
cabin crew had to face the ire of passengers and for all these she was staring
at engineers as if he only is sole responsible to all such incidents.
Aircraft develops one after another unique and classic defects as
the LAV E door came out, one of the Pax Window interior decorative panel came
off, Rear Cabin was as usually very hot and LAV A flush stopped working and so
on. Finally cabin light started flickering and I had no choice to hide myself
and to admit it as ‘o my god what a mess!
This has become a regular feature in our classic aircrafts as it
develops one after another snag on each landing and creates a panicky situation
not only for passengers but even for Pilot and Cabin crew too.
What to say about the poor engineer who is flying with this aircraft
as he keep searching the place throughout the flight to hide himself which he
does not and finally left with no option he just bow his head down and pretend
to sleep. No one can sleep with empty stomach having just two pieces of PARLEY
Biscuits and a cup of tasteless tea while on board at 10:30am to 10:30pm once
in other flight.
I was about to sleep thinking if I would have agreed to take lunch
box what my wife was offering in the morning before leaving for the flight; got
up as one of my crew asked me what to do as she had a hand set totally broken and
detached from its base was a new snag before landing back to Delhi with a huge
laughter of my co-passengers who was advising me to better join DTC at least
you will not be facing such communication related snag.
60% of aircraft appearance changes with serviceable APU. Aircraft
without APU is more problematic. Though, it is not mandatory, We are in the
business and passenger comfort must be our priority. Most of the flight leaving
for DMM, DAC, SHJ etc is routed with APU U/S for which we are paying $2000/=
each flight for Jet Starter, GPU & GCU. Monthly bill on account of this
will fetch lot of APU related spares and bring desirable comfort to our
passengers. Management must act on this account instead running behind OTP.
After the *alliance membership; management must invest money to get
the aircraft & APU spares on priority if they want to remain in the
business lest the entity of New Air India will soon be merged into the stars of
infinite galaxy.
