757 A/T failure

[Rosstafari]

an Evergreen Airlines flight ops internship

Ah, origin story!

 

[Cherokee_Cruiser]

Ah, origin story!

?

 

[tcco94]

But guys from only one airline here seems to act like some untouchable pedestal.

No one here brings up their workplace or employer to belittle people except you. You were the one after all jumping in this thread to Monday morning QB how you were a better pilot…

 

[Toobdrvr]

This thread needs to die.

 

[Autothrust Blue]

Ah, origin story!

Certain things make a bit more sense now.

 

[Cherokee_Cruiser]

No one here brings up their workplace or employer to belittle people except you. You were the one after all jumping in this thread to Monday morning QB how you were a better pilot…

I didn’t start this thread.


Thread missing Oh Delta XXVII


Better pilot? Clearly not - I’m not at Delta


Monday morning QB? If you’d like to call it that. Our job is to learn from other incidents and accidents so that we can avoid those similar situations in the future.

 

[Autothrust Blue]

Yeah. 117 has been "interpreted" to death. My alarm clock went off at 6am yesterday and at 10pm I was still in a plane waiting to fly leg four on an "automatic" extension. I got home after midnight. Reserve FDP is incredibly permissive and we basically never time out.

You're still better off than under Part 121.

The company has the option of "auditing" your FDP to remove any "non-movement time" from your block.

Two things:
1) You have a joint responsibility with the carrier to verify you are in compliance, which means 1a) you need to be able to come up with the same answers and if you don't, you aren't going.
2) Much of the problem here is the "hee hee block out" then sit there for 41 minutes doing...something...that seems so pOOpular.

Everything is funneled into the fatigue system, and much of the fatigue system—including whether crew can be disciplined for calling fatigue—is left to "employee/labor relations." You can feel the airlines' grubby little fingers in there pulling strings. There were provisions in the NRPM to prevent the company from doing some of these things, but they magically got stripped out, with the note "This is a labor relations issue."

It is absolutely unlawful to discipline someone for availing themselves of the fatigue program and they full well know that having had their butts kicked by ALJs—even before the advent of Part 117. An employer "may not discharge or in any other manner retaliate against you for refusing to perform work assignments that you reasonably believe to cause you to violate any order, regulation, or standard of the FAA or any other provision of Federal law relating to aviation safety."

And, well, they are labor relations issues. The Federal Government mostly won't stick its nose into them since almost everywhere else has someone to speak for their labor. They will stick their nose in if it is one of those issues above, though, and it won't just be the FAA - it'll be the Department of Labor.

 

[🦈💜]

This is all a sidebar, but:

2) Much of the problem here is the "hee hee block out" then sit there for 41 minutes doing...something...that seems so pOOpular.

You mean like . . . waiting for flow? Getting notified of a ground stop just as we're starting the push? Dealing with maintenance issues? Waiting for our understaffed rampers who ran off to work another flight? Or . . . what exactly are you trying to say?

"Hee hee block out"? So that the crew can actually start getting paid for the duties and responsibilities they're actually performing?

I don't think anyone is just sandbagging, sitting around doing nothing just to increase block time.

If you're implying that we should wait to block out until there's absolutely, positively nothing that can prevent us from departing immediately? Bluntly: That's not a reasonable position, given our work rules. I will block out on time unless the departure time has been pushed back, as I'm expected to.