Southern Air Interview Question
10-08-2019, 05:31 AM
#21
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Joined APC: Sep 2014
Posts: 693
Originally Posted by Elevation
It would be easy to do a few things that are industry-proven and low cost to improve our general safety performance. For example we have no AQP, no LOSA and no FOQA. We have the resources.
LOSA and AQP don't required a new contract. A public, polite announcement that we are asking for a safety program along with some calendar goals drives the other party toward deploying that program. Intransigent regulators would be driven to act. It would be publicly embarrassing to resist a proven safety-of-flight related program, for example. So we have the data, the leverage, the resources and even a pretty easy strategy to drive real improvements to flight safety. Ironically, this would help us retain business.
So why don't we do these things? Our priorities are dangerously misplaced on both sides of the table.
Personally, I think BK worries about this, but is overloaded with the contract fight. BF and JD are worried about the liability they may face, so their moves are all going to be centered around not admitting fault.
Corrective action starts with exposing our failures.
LOSA and AQP don't required a new contract. A public, polite announcement that we are asking for a safety program along with some calendar goals drives the other party toward deploying that program. Intransigent regulators would be driven to act. It would be publicly embarrassing to resist a proven safety-of-flight related program, for example. So we have the data, the leverage, the resources and even a pretty easy strategy to drive real improvements to flight safety. Ironically, this would help us retain business.
So why don't we do these things? Our priorities are dangerously misplaced on both sides of the table.
Personally, I think BK worries about this, but is overloaded with the contract fight. BF and JD are worried about the liability they may face, so their moves are all going to be centered around not admitting fault.
Corrective action starts with exposing our failures.
I know it seems fair to blame both sides, but it's not in this case. In this case, the company squarely owns the lack of AQP.
It's a common misconception to think or assume the lack of AQP is due to the inability of the company and union to come to any agreement. And that's actually false.
The real point where AQP broke down was between the FAA and the company. The company was simply insisting on an unreasonably long training interval right out of the gate with a new program. The FAA, since this would be a new program, wanted a shorter interval at first, then as the program matured the interval could be lengthened.
The company, as always, does. not. budge.
The union wants AQP now. Just like they wanted it three years ago.
One thing is for certain, practically nothing has changed in the way we operate aircraft since Feb '19. Another time bomb is out there ticking away.
The lawsuits will be merciless.
10-08-2019, 06:02 AM
#22
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Joined APC: Feb 2014
Position: Semi-Retired...
Posts: 3,128
Originally Posted by NeverHome
No it’s on a 10-9, though yes if the airport is large enough then it’s on the back as a 10-9a. Sorry I was not very clear in my original post.
There is never a 10-09 with an airport diagram and runway/RVR data on the same side of it. The combined chart you are speaking of is currently only on the back of the first approach chart for smaller airports. At smaller airports the airport diagram and runway notes including RVR are combined on the back of the first approach chart for that airport. It will not be numbered 10-09, or 10-09a. It will have the number of the chart it’s on the back of, if it’s an ILS most often that’s the 11-01 chart for the first airport in that city......
This is being changed and phased out as the eventual goal is an actual 10-09/10-09a for every airport rather than using the back of the first approach plate for the airport.
Currently, If the airport is large enough to have its own 10-09 then it will always have a 10-09a. A 20-09 has zero to do with the runway or RVR data as you indicated;
Originally Posted by NeverHome
If you know what a 10-9 is your on your way to a 20-9.
Basically ask yourself this: how do I know how many RVR sensors each run way has? What kind of lighting? Most importantly, where would I go to find this info and much more? If you guessed a 20-9 then congrats. If you guessed turn left and ask the CA, then just know I’m shaking my head in disappointment.
Basically ask yourself this: how do I know how many RVR sensors each run way has? What kind of lighting? Most importantly, where would I go to find this info and much more? If you guessed a 20-9 then congrats. If you guessed turn left and ask the CA, then just know I’m shaking my head in disappointment.
This may help, there is a more recent one, but I can’t find it right now.
http://ww1.jeppesen.com/download/aopa/feb99aopa.pdf
Last edited by Cujo665; 10-08-2019 at 06:36 AM.
10-08-2019, 06:18 AM
#23
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Joined APC: Oct 2007
Position: Sr. VP of button pushing
Posts: 2,730
Originally Posted by kodiakallstar
They were well aware of all the gouge that existed back in the day when the interview questions were pretty much ridiculous. ... I’m guessing since there is a total lack of interest very little gouge exists so they’ve provided it for you.
10-08-2019, 07:07 AM
#24
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Joined APC: Oct 2016
Position: furloughed
Posts: 430
Originally Posted by Twin Wasp
There’s always going to be hand me down information about training or checking from the people who just went through it. But when the company starts handling out the information it’s like the FAA saying “Here’s an access code for Sheppard Air.”
10-08-2019, 07:55 AM
#25
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Thread Starter
Joined APC: Dec 2016
Posts: 30
Cujo, the attached link explains the sequencing about as well as anything I've heard so far. Thanks for the info. I guess I'm wondering why the numbering sequence etc for the Jepp charts is even an issue. Since we're all basically paperless now, does it really matter or have as much importance as it did years ago when we had to file the charts away in the big brown book??? I never really paid much attention to the chart number etc since I've been pulling them up on my ipad for awhile now.
10-08-2019, 10:21 AM
#27
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Joined APC: Jun 2014
Posts: 1,236
Originally Posted by CardboardCutout
Yeah, tell the interviewer that their questions are stupid and out of date. "Get with the program, grandpa. PS. You're in my seat."
They'll appreciate your refreshing candor.
They'll appreciate your refreshing candor.
10-08-2019, 12:17 PM
#29
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Joined APC: Feb 2014
Position: Semi-Retired...
Posts: 3,128
Originally Posted by swannert
Cujo, the attached link explains the sequencing about as well as anything I've heard so far. Thanks for the info. I guess I'm wondering why the numbering sequence etc for the Jepp charts is even an issue. Since we're all basically paperless now, does it really matter or have as much importance as it did years ago when we had to file the charts away in the big brown book??? I never really paid much attention to the chart number etc since I've been pulling them up on my ipad for awhile now.
It also helps when doing your approach briefing to say the ID of the chart number you are using.
I found the links I was looking for. This one does just airport diagrams
http://ww1.jeppesen.com/documents/av.../intro-USA.pdf
This one does all Jepp charts (big file)
http://ww1.jeppesen.com/documents/av...ry-legends.pdf
So, to answer your original question.... the runway/RVR data will be on the 10-09a, 20-09a, 30-09a.... or at smaller airports it’s combined with the diagram on the back of the first approach chart for that airport in that city. If it’s an ILS it will be chart 11-01.
Eventually they’ll all be 10-09 & 10-09a. They’ve been slowly converting ever since Lexington KY.
Last edited by Cujo665; 10-08-2019 at 12:30 PM.
10-08-2019, 02:20 PM
#30
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Joined APC: Oct 2007
Position: Sr. VP of button pushing
Posts: 2,730
Originally Posted by jungle driver
almost all regionals give access to Sheppard Air for those new hires that need to go through ATP-CTP.
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