subpilot
Squawking 7600
Most hiring panels have pilots on it and they are union members so actually yes, unions are involved in the hiring.
Amerijet On Strike!
- Thread starter 727to7400
- Start date
Matt13C
Well-Known Member
Who are you morally obligated to, family or a group of pilots fighting for benefits you yourself wont receive?
I am all for helping out a fellow pilot, when I finally make the jump into professional aviation, if I work for a union company I will do everything in my power to support my co-workers. However, I will be part of the union and will be under their protection should we as a group decide to strike.
However, unless the union offered to take the contract pilots under their wing, fight for the same increases in pay and QOL issues for them and ensure their job at the end of the strike, asking them to quit is too steep a price. A story at an interview is great, but in a time when jobs of any kind are increasingly hard to come by, is it moral to put your families welfare at stake to prove a point?
subpilot
Squawking 7600
It will still be on your shoulders. The CP can not relieve you of your moral obligation to refuse the flight with struck goods onboard. If you fly it then you will become a scab and will forever be affected by that decision.
3enginejock
Well-Known Member
If the union will not protect me after the strike then I do not consider it being a scab. I will do everything in my power short of getting fired to not fly struck goods.
SpiraMirabilis
Possible Subversive
Some places go further and list potential newhires (and their last employer) in the crew room. How manyGoJets pilots got hired at AirTran, ATN? And they're not even scabs.
jynxyjoe
Queso King
Isn't there some other way, besides threatening him with the scab label (not helping), to help this guy?
sick call?
Fake a leg injury shortly after inspecting cargo?? Perhaps fly with a captain who shares your desire to do the right thing (don't know if your line bidding or something simpler).
subpilot
Squawking 7600
Hey, I am just looking out for my fellow aviator. The definition of a scab is not how you define it but how your fellow aviator defines it. Just because you don't agree that you are being a scab will not prevent your name from showing up on a list and once on the list you will not be able to explain your way off of it. This is a huge deal and will have lifelong implications.
I would rather fall off the stairs and receive an injury to my back (back injuries are very hard to disprove) than fly if the CP was forcing me too.
Maybe they (he) could take a "CAL pilots scab cancellation" plan or something similar. And if that's not honored, file an EEO complaint!
SpiraMirabilis
Possible Subversive
The emotional strain from being ordered to stab my brothers and sisters in the back made me unfit to fly- IMSAFE
jynxyjoe
Queso King
eeo?Maybe they (he) could take a "CAL pilots scab cancellation" plan or something similar. And if that's not honored, file an EEO complaint!
Be a good time to find the CTOT switch on that Saab doesn't click and line up, refuse to go for MX reason. Or better yet, the ECS system started dripping water everwhere, concerned the breakers are getting wet.
Stuff breaks all the time on those older planes.......easy to find during preflight too.
jynxyjoe
Queso King
Did you see the chip in the antenna's?Stuff breaks all the time on those older planes.......easy to find during preflight too.
Because operating rules don't separate two operators as much as your post seemed to imply.
-mini
Polar742
All the responsibility none of the authority
I have no idea what you're talking about.
However, I'm not sure how things worked at airnet or where you work now.
In the large airplane freight world, things move on pallets. All pallets are tagged. That tag has the weight of the pallet, if there is any hazmat on the pallet and the "owner" of the freight.
For example, if you see a Polar pallet stuck on a AMJ plane, guess what? It's Polar's freight. If you see a AMJ pallet on a Polar jet (you won't, because we're checking tags), then AMJ owns the freight.
If AMJ want's any part of the money, the freight MUST pass through their warehouse. Now, that doesn't mean it won't go on an other operator's plane.
I doubt AMJ is able to use another operator's airway bill numbers, especially internationally. Customs tends to frown upon that.
If you have any evidence to the contrary, I would like to see it.
If AmeriFlight runs a FDX run, or a UPS run, or a DHL run, they know where the freight comes from. AMJ freight is the same.
From their website it seems pretty clear to me:
Unless you're implying that they are receiving shipments, then paying another operator to use their waybills to move the shipment. Which, by the way, is illegal.
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You said that they aren't a charter operator, they're scheduled 121. They are completely different. (I'd use exact verbiage and/or quote it if I just had the motivation to click back...I really don't because I didn't want to debate the differences/similarities in this thread)
Whether you operate under 121 as a scheduled operator or a supplemental operator or 135 as on-demand or scheduled, the operating rules are very similar.
How the freight is loaded (pallets, bags, tagged or written on with sharpie) is irrelevant to the operating regulations of a "charter" operator or "scheduled 121" operator. In the end, the regulations are very similar.
But like I said...that's a debate for another thread, another day.
-mini
Polar742
All the responsibility none of the authority
Perhaps I miss spoke, and should have said "Small Plane 135 Charter Operator as opposed to a 121 Supplemental Carrier or a Scheduled Carrier Operation". But I thought the fact that they operate 727s and not Barons and Metros was needed to be pointed out.
My bad.
It's not irrelevant.
It's completely relevant to identify AMJ freight.
I don't see what point you are trying to make.
For big jets (except ABX for some reason), freight is palletized. They build the pallets or load the ULD from the individual packages brought in by customers, trucks or feeder aircraft. They then load the built pallets or loaded ULDs on the big planes with PALLET TAGS. The PALLET TAG shows where the freight came from. Obviously, a guy with a metro can't take a pallet built for a 727, so it will need to be broken down.
However, the freight from the pallet will need the common carriers AIR WAYBILL. The AIR WAYBILL has the NAME of the common carrier on there.
So, how this works is relevant for people to spot freight. If 3engine jetjock sees a AMJ air waybill on his IBC SF3, then it's struck freight.
Super simple, but relevant.
In the end, flying struck freight is BAD.
For deciding what freight to bump, yes. For operating regulations, no.
Not all "charter" operators fly barons and metros and operate as an on-demand single pilot 135. Even if they do, the operating regulations are very similar.
...thanks for dragging this out in a thread about something more important.
-mini
Polar742
All the responsibility none of the authority
I'll bet you're talking out of school here, but I doubt I could convince you otherwise.
OK, thanks. I honestly thought all part 135 operators flew barons and metros and operated on-demand single pilot 135.
I really learned something....
Enlighten me. Show me which part of the regulations require freight to be on pallets and labeled, or not.
Re: "Charter"
You're confusing "charter" with "135" which, while often the same it does not have to be that way. You can certainly operate a charter operation without a part 135 air carrier certificate under part 135. Like I said, the regulations are very similar.
-mini