FDX - JP's E-Mail
#1
FDX - JP's E-Mail
Hey I don't usually start threads unless Hitler's excess is involved, but who else has an issue with the tone of JP's e-mail? For those who don't have access or haven't read it, here's the summary: "You guys try really hard and we appreciate that, but you've F-d up too much lately according to the FAA so were gonna start sitting you down for 3 months when you screw up."
For the first 5 seconds after reading this e-mail my response was "Man why are we such bone-heads that we keep messing up?"
From second 6 on my feeling was "Hey mister Safety Guy, I have an idea. Let's maybe investigate why guys are screwing up. Let's check the metrics. How many well rested, non-excessed, non-4a2b pay cut having mofos, not flying in the middle of the night on day 4 of BUF-MEM out and backs with 12 hours off are screwing up? Huh? Is there anything about our system form that right now may be contributing to this big uptick in deviations?
Of course not. Instead let's just threaten guys with 3 months off without pay. That'll solve everything, right?
Maybe I had too many beers on Beale Street tonight and should have sobered up before I posted this. But I'm tired of hearing that we alone are at fault for the problems we've run into the last 18 months or so.
Sorry, I almost forgot:
Discuss!!
For the first 5 seconds after reading this e-mail my response was "Man why are we such bone-heads that we keep messing up?"
From second 6 on my feeling was "Hey mister Safety Guy, I have an idea. Let's maybe investigate why guys are screwing up. Let's check the metrics. How many well rested, non-excessed, non-4a2b pay cut having mofos, not flying in the middle of the night on day 4 of BUF-MEM out and backs with 12 hours off are screwing up? Huh? Is there anything about our system form that right now may be contributing to this big uptick in deviations?
Of course not. Instead let's just threaten guys with 3 months off without pay. That'll solve everything, right?
Maybe I had too many beers on Beale Street tonight and should have sobered up before I posted this. But I'm tired of hearing that we alone are at fault for the problems we've run into the last 18 months or so.
Sorry, I almost forgot:
Discuss!!
#3
I read it and my only answer is 'FATIGUE, FATIGUE, FATIGUE.'
Not necessarily trip or pairing specific fatigue but mounting chronic fatigue from the optimization our schedules have seen over the last 3 years.
Not necessarily trip or pairing specific fatigue but mounting chronic fatigue from the optimization our schedules have seen over the last 3 years.
#4
Gee, I sure won't think twice about calling in fatigued after reading that. Safety first. End of sarcasm.
#5
Gets Weekends Off
Joined APC: Aug 2006
Position: 1559
Posts: 1,533
You would think, with all the military speak they throw around, they would recognize some of the lowest morale I've ever seen on property. Nah, can't be lack of leadership.
Commence the beatings, that'll fix it. In the meantime, look at more pictures of big wigs flying Panda One.
Last edited by MX727; 04-10-2010 at 08:47 AM.
#7
I'm glad he did. Better forewarned than forewhatever. My only point is that the MD pairings, especially flying INTL, are breaking guys down and that should be addressed as a probable cause to these errors.
#9
Gets Weekends Off
Joined APC: Feb 2009
Posts: 160
And speaking of fatigue, according to "O", every fatigue call will be investigated
#10
Gets Weekends Off
Joined APC: Jul 2009
Posts: 1,224
I read JP's email. It was informative. I was wondering why we have had more miscues lately, and honestly, I think many of the possible causes land right with management. I don't take away individual responsibility for individual events. However, when the system as a whole is failing, what is the underlying problem? I know members of management read this forum, so hopefully they can actually grasp some of the factors that have caused the problems. I have a few ideas, and maybe none of these are root causes. I am on the MD-11 (the biggest problem area) and really can't speak with any intelligence on the other fleet types (although I bet they have similar issues). They are just my thoughts...
1. Pairing changes. We no longer have city purity to any real degree. Is flying to the same city good or bad? Familiarity versus Complacency? I'll let you be the judge... Fedex, in an attempt to reduce trip rig, has increased our productivity. The optimizer has been cranked up, reducing layover (rest time) and disrupting circadian rhythms greatly. I can recall a couple of years ago when management decided to disregard one of our disputed pairings (it is allowed by CBA). Even though we thought it was onerous, management didn't think so and disregarded our thoughts.
2. Fatigue. Many of us are "chronically fatigued." There was a thread a week or so ago that many of mentioned this. What this means is that many of us start a trip behind the sleep curve and it only get's worse. Optimization of schedules contribute to sleep debt. Have any of you had difficulty staying awake on the drive home? Realize that many of us just operated an aircraft less than an hour ago.
3. Fatigue Management. Management says we should call in fatigued when we need to. However, they will "investigate" all fatigue calls. The word investigate is a strong term. Who wants to be investigated? Does this sound like they are promoting safety or giving us a warning? To me, it sounds like a warning...
4. Increased Reserve Utilization. I wonder if any of the incidents involve reserves. In an attempt to become more efficient, we have less reserves and they are flying more (this dillutes available flying and let's management increase the use of 4.a.2.b.). Flying reserve can be incredibly fatiguing. You may have little notice of a trip, have no idea where you are going (zero trip preparation, haven't been to Paris in a few years?), and can have incredible circadian rhythm disruptions.
5. Multiple Bids. The company decided that they wanted to let seniority rule and allow over 60 pilots back into the front seat. They also think that the company is better off if a more senior pilot is working senior positions. The newest guys should be 727FEs and the oldest should be 777 Captains. This is an interesting theory, however, just because someone got hired earlier, this doesn't always make them a better selection. With the seat shuffle, we now have many new people in different seats. We have new MD captains and FOs. I wonder if this has any impact on our safety record?
6. Constant changes. Maybe it's just me, but are we seeing more changes to procedures than before? Two Engine taxi, releasing tow personnel before engines start is completed, NADP2, cost index, less fuel carried, changes in FPR, descent speeds, etc. Granted, many of these changes are very small, but if you think about it, there are tons of these that do impact habit patterns.
These are a few of my ideas, I'm sure you guys can come up with others.
1. Pairing changes. We no longer have city purity to any real degree. Is flying to the same city good or bad? Familiarity versus Complacency? I'll let you be the judge... Fedex, in an attempt to reduce trip rig, has increased our productivity. The optimizer has been cranked up, reducing layover (rest time) and disrupting circadian rhythms greatly. I can recall a couple of years ago when management decided to disregard one of our disputed pairings (it is allowed by CBA). Even though we thought it was onerous, management didn't think so and disregarded our thoughts.
2. Fatigue. Many of us are "chronically fatigued." There was a thread a week or so ago that many of mentioned this. What this means is that many of us start a trip behind the sleep curve and it only get's worse. Optimization of schedules contribute to sleep debt. Have any of you had difficulty staying awake on the drive home? Realize that many of us just operated an aircraft less than an hour ago.
3. Fatigue Management. Management says we should call in fatigued when we need to. However, they will "investigate" all fatigue calls. The word investigate is a strong term. Who wants to be investigated? Does this sound like they are promoting safety or giving us a warning? To me, it sounds like a warning...
4. Increased Reserve Utilization. I wonder if any of the incidents involve reserves. In an attempt to become more efficient, we have less reserves and they are flying more (this dillutes available flying and let's management increase the use of 4.a.2.b.). Flying reserve can be incredibly fatiguing. You may have little notice of a trip, have no idea where you are going (zero trip preparation, haven't been to Paris in a few years?), and can have incredible circadian rhythm disruptions.
5. Multiple Bids. The company decided that they wanted to let seniority rule and allow over 60 pilots back into the front seat. They also think that the company is better off if a more senior pilot is working senior positions. The newest guys should be 727FEs and the oldest should be 777 Captains. This is an interesting theory, however, just because someone got hired earlier, this doesn't always make them a better selection. With the seat shuffle, we now have many new people in different seats. We have new MD captains and FOs. I wonder if this has any impact on our safety record?
6. Constant changes. Maybe it's just me, but are we seeing more changes to procedures than before? Two Engine taxi, releasing tow personnel before engines start is completed, NADP2, cost index, less fuel carried, changes in FPR, descent speeds, etc. Granted, many of these changes are very small, but if you think about it, there are tons of these that do impact habit patterns.
These are a few of my ideas, I'm sure you guys can come up with others.
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