inigo88
Composite-lover
Don’t let the door hit you on the way out.I'm fed up herefor sure I'm gonna run a Facebook page. Heck it.
Corporate Culture Not Good In Aviation
- Thread starter safetyfirst
- Start date
zmiller4
Well-Known Member
I know I’m a broken record, but this is what happens when you completely bypass the process of gaining any meaningful experience outside of being a 121 FO from the get go.
You end up criticizing operations you know less than nothing about and ending up looking foolish on the internet.
safetyfirst
safetyfirst
I wanna get out, All I need little push
knot4u
Repeat Offender
You sound like you might be in a dark place. If my assumption is correct I'd ask that you not make a temporary issue permanent, there's a lot of people willing to help if you simply ask.
Cherokee_Cruiser
Bronteroc
Because it’s a stupid decision.
Cherokee_Cruiser
Bronteroc
I’m criticizing anyone who’d start to shoot an approach when the weather is below mins, even if a Part 91 operation. Good on the ATC to make this guy circle more and more after telling him the field his below mins.
Mins exist for a reason.
And defending 91 ops, well, you see now why some people write 121 > 135 > 91?
If your 91 Corpie management encourages you to request and shoot approaches when the WX is below mins, then you work for a crap ass operator.
Did anyone ever explain to you that official vis/ceiling might not match what you see on the approach from the aircraft?
If we follow your line of logic, then no 121 pilot should ever go missed for not seeing the runway(environment).
Cherokee_Cruiser
Bronteroc
But that’s not what’s going on.
It’s a whole different thing if you start an approach, inside FAF, and then WX changes.
We are talking the airport not taking any approaches, multiple people holding, and someone impatient saying “send itttttttttttt!”
Is it? Under all conditions?
[LCP HAT] Lets take a look at your OpsSpecs.[/LCP HAT]
knot4u
Repeat Offender
I think what many here, including myself, failed to recognize is the OPs original intent with this thread. It was never meant to be a corporate aviation bashing thread, I think it was meant as a protest against the corporations that are running aviation operations currently. 121, 91, 135, 125 or any others are getting down to the bare minimums, I think it started around '06-'08 when the economy hit the mortgage bubble. When it popped it sent massive ripples across many ponds, so the folks that sign their name on the front of a paycheck adopted the "lean" philosophy of running a business and sold it to the workforce as the only possible way to survive, it was supposed to be temporary so we could all get over this hump. We got over the hump and the check signers realized they really liked this idea of paying less for more and never backed off. Now it's rare to find anyone in my sector of the industry that has any longevity (decades) with their employer. It's not a 135 vs 121 argument, it's about modern corporate culture.
Cherokee_Cruiser
Bronteroc
Obviously we aren’t discussing emergency authority, emergencies, WX going below mins once inside FAF.
121 jet ops seem to have a nice flow of operations. And the safest record compared to jet 135 and jet 91.
And don’t get me started on Corpie circling approaches in IMC.
zmiller4
Well-Known Member
I don’t always listen to people who critically pontificate about aviation safety, but when I do, I certainly listen to people who paid for an airline interview at 300hrs, who didn’t get paid to fly an airplane prior to a CRJ, who logged no paid PIC time until their merger got them a 737 CA spot. That’s who I’m going to trust, because they’ve got all the experience.
roundout
VNAV monitor
Cherokee_Cruiser
Bronteroc
Cherokee_Cruiser
Bronteroc
Those specific approaches have their own specific requirements.
Yes, share!
Cherokee_Cruiser
Bronteroc
Cat III Hybrid requires 400 RVR at our shop.
Dig further...
I really can't believe you can't rattle off what, and when you need certain RVR value, the phases you need them off the top of your head.
