It is possible the inspections were "as able."

 

Why does your "union" put up with that at all? That should have been gone a week after the vote.
There are certain parts of a contract that are required, and scheduling transparency is key to a lot of it, otherwise how can you as a pilot tell when the contract is not being followed, or even their company self proclaimed working rules.
There should be complete transparency on scheduling and upgrade and base awards, etc. It shouldn't be a negotiating point either, it's the way the pilots know what's going on.

AAG is sort of like Iran wanting to "negotiate" the ability of the parties to check for compliance and extract benefits just for providing the verification that they are not cheating.

 

Oh, oops, I forgot....ok, since it's the 'public forum'; I meant to say "in my opinion" to all of my previous post!
Now, I find it interesting you didn't mention the logbook entry you found?! Oh yes, I know.......it's not 'required' since AAY volunteered to inspect. Ok, ok, as long as you are satisfied, then all is well! I stand corrected; maintenance, and transparency is platinum standard!

 

Can someone break this elevator boost issue down into layman terms for me? The left hydraulic system has an elevator boost to assist in a stall. But the report is stating that the left side became uncoupled from the right side and that caused the nose to start coming up before V1?

 

Small correction to my prior statemet, after checking our scheduling system, merlot. As an FO you can see a fellow CA's schedule in base if he/she is on the same equipment and allows their schedule to be viewed by others.

To address your point. We don't have a contract. The union has been fighting for us tooth and nail and I respect those guys for it. But it was the bottom of the ninth in the world series and our CEO hit a grand slam back in June when he got our "PWA" thrown out in court (long story). Now we have NO contract. This company does what it wants, when it wants too, mercilessly.

I'm assuming your at SWA? I envy you guys and your management. I know you're in mediation for the first time and things aren't going as swimmingly as they used too, but its a far cry from this place. Our management has a track record for being the exact opposite, they won't give us an inch whatsoever. They're main battle objective now is union de-certification. They were successful with the dispatchers and are very close with the Flight Attendants. Fortunately, I don't think they'll be able to pull it off with the pilots, not anytime soon that is. Good Luck to you guys over there, hopefully you get things worked out soon.

 

The elevator power system is used to push the nose DOWN in the case of a deep stall. How a failure in that system would cause the nose to rotate UP is a head scratcher to me.

 

They were probably done as per a special work order which wouldn't appear in the logbook.

 

Yes. Of course. That must be it.

If that is the case, why are there screen shots of log pages from 2 other MD-80s making their way around that show the exact same securing hardware for the castlated retention nut missing?

Very serious. Time to stop apologizing and making excuses for the shoddy maintenance this ludicrously profitable company accepts from its cheap outsourced vendors. Allegiant used to have a contract with AA but opted for AAR as they were cheaper. ValuJet thought SabreTech was cheaper too.

The captain that saved our bacon this time is the same guy that recovered from a landing where an improperly assembled main gear (AAR) went sideways upon landing. He was actually called on the carpet for a hard landing before maintenance discovered the improper assembly.

Day after day our pilots are saving this company from itself. ASAPs, letters, complaints of repeated write-ups our pilots try to have their concerns addressed. The response from management? Our claims are baseless and nothing more than union bargaining tactics. Our ex-President went so far as to publicly labelled them "union BS".

We are approaching 60 infight engine shutdowns and are still running this ever-evolving MTO guessing game that plays roulette by authorizing stressed engines to be routinely pushed past their limits. Why? Cost. Told there would never be 2 MTO engines on one plane. Another lie. Response from management? "Excessive EGT isn't causing the failures".

Add all the other nationally televised disasters being aired almost daily involving smoke, flight controls, evacuations, and the like and you begin to wonder what management must be thinking. It's no different in other departments either. Is dispatch now ordering more contingency fuel after the Fargo debacle? Not a chance. Read the previous post with radar tracks. Pre-filed flight plans routed straight through the weather systems and airports below mins. Every day. Go fight for your fuel.

Time to stop placating. Fact: Allegiant is now the single most profitable airline in the world. The fact that this company enjoys a whopping 30% profit margin and pays its shareholders hundreds of millions of dollars every year, while cutting corners is corporate greed in its ugliest form. The fact the FAA does noting is inexcusable. We are constantly told we are the last line of defense. Infortunately we are the ONLY line of defense. The lives of our passengers and crew depends on us
to address the continued and needless infractions on the margins of safety. It appears no one else wlll.

 

We really need a "like" button.

 

Why, WHY would anyone want to work here?