Be careful....

nabbyfan said:
Whats crazy/sad/frustrating is that most facilities have a person like this, I would say. The career long trainee who files complaints about everything the minute it becomes apparent he/she cannot actually separate aircraft and issue safety alerts. Nothing is ever this persons fault, and everybody else needs to just work around them because management is too afraid of the threat of a lawsuit for EEO stuff that they just let it all go. "They'll get better after they certify".

Agency wide, staffing is so terrible that alot of places feel forced to sign everyone off because god dammit, we need the bodies, and you may suck at this job but getting you certified is my only hope of ever getting off 6 day work weeks. Then factor in all the COVID sign offs who management rushed through in order to pretend like our staffing was better, who have never seen real traffic in their entire training career, now on their own and struggling mightily. I see it literally every day at work, working around weak controllers who get completely overwhelmed the second traffic picks up and have no business on the radio.

Whats sad is that the FAA is just going to move and/or promote this guy again, or come up with some stupid rule about having every position in the facility split at 630AM, all because this one idiot that from the sounds of it never should have been working AUS Tower by himself to begin with tried to slam his only two planes together, and from what the tapes sound, make absolutely no effort to ever separate them.

Whats crazy is that from what Ive read, there wasnt anybody coming in behind FDX either. It wouldve been a 2-3 min wait for the SWA to go off safely, and this wouldnt be national news. Just absolutely no excuse for that decision from the tower controller.
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Too much truth in here however based on the previous generation controllers I've watched, carrying the load of the weaker amongst you is is not a new phenomenon. The much more problematic issue is the lack of desire for accountability that seems to be much more prevalent. Cultures unfortunately typically go to extremes before reversing. If only humans were much better at finding and sticking in the middle.
 
mikecweb said:
It's insanity.
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Maximilian_Jenius said:
I would think two, now that I found out there's one in the cockpit. But for sure I guess that there's one in the nonrev section, outside of the cockpit where there's rows of seats. Right?
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Woah you weren't kidding. Very intimate to be popping a squat 6 ft away from the FO

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Skåning said:
You have to establish dominance early in the trip by dropping a growler with the door open

"Wow, this burrito is delicious, but it is filling"
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"But if I'm captain and the IRO has established dominance, oh dear what a conundrum! It's a gordian knot of logic!"
 
greg1016 said:
My personal cutoff in this situation at my airport would be 5-6 miles and I would use "immediate" phraseology. I literally did this exact scenario (immediate takeoff clearance, 76 on 6 mi final) on the same day with the same carriers and types, only VMC. I ended up with the minimum IFR separation (which I didn't need). The immediate wasn't necessary but I gave it anyway due to external factors. It will vary by runway slightly but the only way this works in my experience is if the 73 was already in position when the takeoff clearance is issued.
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5-6 miles in VMC? you're not LGA are you? when lga goes to one runway it seem that I always see an airplane on the runway at a three mile final.
 
JEP said:
I thought corp jets had the same rules as a bus....No #2 allowed.....
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Clients would avoid using the bathroom in the FBO just to use the lav. It's not unusual to land and wait for clients to "take care of business" before deplaning. When you're paying anywhere between $5000-$20,000 and hour...you get the privilege I guess.
 
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