Originally Posted by
syd111
Well after 25 years at ual and 28 in the airline industry I understand aircraft shopping I just have not seen it on a daily basis like you made it sound. I also have not seen the Captains you made it sound like you had to stand up to on a daily basis.
As far as my approach I have always been comfortable with it and have never had a crewmember uncomfortable with our decsions. But are you trying to tell me I am unsafe and I should take the Lee approach? Is the Lee approach the final say in everything.
Come on and give us all a break with your attitude of doing it better than everyone else. You sound a bit like a drama queen. Can we count on you staying on the voluntary furlough list?
I never said you were unsafe. A little defensive aren't you. My point is that there were many crews that accepted legal deferrals without giving adequate consideration to the safety of a deferral pertaining to their flight. Routers weren't and dispatchers were prohibited from being pro-active requiring crews to turn down the aircraft.
As you've probably heard, there is a difference between the WB world and the LCO. Your view from the left seat in the WB world is a little bit different from at least what was once going on.
Here's a great one I remember, DEN RNO, night, marginal enroute and arrival weather (TS), one pack deferred (alt restricted), other pack recurring history of recent pac ovht's with numerous pac ctlr resets as "corrective action", mountainous, terrain, etc. Acft twice declined, acft at a mx base, our original acft already given to one of the crews who declined our new acft. End of a long day. End of the DEN depts for the day. No spare acft.
Capt wanted to press with it. After discussion on many factors, he reconsidered. Flight canx.
Here's another, SFO IAD, red-eye, nice evening, no FWD LAV. Real common sense by the acft routers! Capt thought we should press. Not.
I didn't mean to imply it happened on every day of each trip. It wasn't uncommon, however, for such examples to occur once a trip on the LCO. So it was happening much to often system wide IMO.
I'm trying to remember the highest number of orange stickers on an aircraft I flew. Suffice it to say that the lower ECAM screen one day was surrounded by orange stickers with more on the over head panel. Probably not something an ETOPS aircraft has to deal with to any great extent.
Your personal attack aside, whether I choose to return to UAL if offered a recall. will be based on my terms. Just like my decision to depart was.
Besides, if I do return, I won't see the right seat of a triple 7 until you are hopefully long retired! What are you worried about? That you might have an FO that will advocate. Great CRM there, chief.
May you have many more safe years flying at UAL.
Frats,
Lee