Using your philosophy, as you get near retirement, just call in sick and max your vacation so you don't have to "lay it on the line". I disagree with you. I let my F/O's fly. The only way there gonna learn to be a Captain here is to challenge themselves. I personally have enough confidence in my abilities to know when to "knock it off", thank you.

Furthermore, name me some times when "management" didn't back up thier pilots. I am confused, the only times I know of when pilots were disciplined, it was cuz they screwed up. I know of no "witchhunt" for pilots, nor any circumstance where discipline was delivered "unjustly".

I am sure that you are high on the list of desirable Capt's to fly with. But your right, your jet...your rules. I got no problem with that.

But what about the controllers?
 

They do an outstanding job in MEM - they need to be paid a decent wage for it. Hope this gets sorted out and everyone learns something from it, but most of all that you can't keep doing more with less....:(

MEM_ATC. Who leaked the story to Roberts? :(

Was this the same supervisor that had a problem with controllers telling pilots to cross the instrument approach fix at a certain speed when the plane was cleared a visual?

A buddy of mine was the FO in a Bus one of the FedEx flights, they ended going around for a throttle issue on their first approach. He was very surprised :eek: when I sent him the article last week from the Criminal Squeal! I got the impression he knew nothing about this until it was in the paper - they referenced a flight number from the Feb 13th.

No... that was the Air Traffic Manager!

MEM_ATC

Canyonman,

I don't believe that anyone "leaked" it to the Commercial Appeal. It is my understanding that NATCA wanted to have the story brought to light in order to inform the public about the working conditions that we are currently working under. Jane Roberts was contacted by a NATCA officer and presented with information relating to the incident.

MEM_ATC

BTW MEM ATC. how is the rearranging of the schedules going? Any major complaints from any group? Former night crewers, day crewers?

Overnitefr8,

I suppose that would depend on who you ask. Our local Management types would say that the new schedule change went into effect without any problems at all. THEY changed the schedule after imposing new work rules upon us; THEY refused to negotiate the 2007 scheudule under a previously agreed upon Collective Bargaining Agreement; and WE showed up at the appointed time so that we might continue to collect a paycheck.

Everyone has had to adjust to the new scehdule. In past years we had had a dedicated midnight crew to work the midnight shift. This meant that very few of us ever rotated through the midnight shift -- mostly just for initial training on the midnight FDX operation or to cover for sick/annual leave. When one of the "off crew trash" would show up for the midnight shift, this person was normally put in a "safe" position where he/she would not get hurt.

The midnight crew knew the operation inside and out... there was no sense in going to work on this shift and flexing your ego. These guys and gals would run circles around you.

Now... we have Controllers working the FDX midnight shift who have not seen a FDX midnight operation in many years. They are trying to adjust to staying up all night, and are now getting better acquainted with how things run and work during the midnight FDX inbound and outbound. I believe that things are running a bit slower with the folks in the Tower and TRACON when you have a group of "rotaters" on the job at 03:00, but we are improving.

The new schedule is the most difficult one that I've ever worked. It is physically and emotionally demanding. We call it a 3-1-1 schedule - three evening shifts, one day shift and one midnight shift:

Day 1: 1600 - 0000
Day 2: 1415 - 2215
Day 3: 1300 - 2100
Day 4: 0545 - 1345 (quick turn #1)
Day 4: 2200 - 0600 (quick turn #2 on the same day as the 0545 - 1345 shift)

I spend approximately 24 - 36 hours after the midnight shift simply trying to recover from the two quick-turns and the midnight shift. It may sound like I (we) are whining, but this is truely a horrific schedule. Management has created a schedule that is very difficult, if not impossible, to swap out of and change.

MEM_ATC

MEM_ATC,

Are you and your colleagues that are having trouble with the new schedule (particularly issues of fatigue) sending in NASA ASRS forms? If you think that your performance is in ANY WAY impared over what it was with the former schedules, I'd highly suggest that you do.

If the NASA reporting system were to suddenly receive 60 or 70 reports from different controllers, all about the same issue, it would surely raise a few questions. Since the forms are deidentified prior to going up the chain to the FAA, you should be safe in doing so.

I know for a fact that programs like ASRS and ASAP/JSAP get responses. If enough people submit safety reports with their concerns about it, it will get attention from higher authorities.