UPS-Management Crew Taking Directs
07-15-2010, 09:47 PM
#21
Line Holder
Joined APC: Mar 2010
Posts: 27
Originally Posted by SEGATAKI
ATC has no idea that you are on a re-release, that is strictly a company procedure to allow you to dispatch with less fuel. As a captain and final authority of the flight you signed for, I doubt that as long as you have enough fuel to reach your destination and meet the FAR required arrival fuel the company can do little to fault your decision. Sometimes one has to use a little common sense as the captain of a flight, UPS or any other airline!!!
What exactly is the FAR arrival fuel???
Would common sense include knowing/understanding the FARs, FOM, and OPSPECS and exactly why you can't continue to your filed destination without an amendment to your release?
07-15-2010, 09:48 PM
#22
Line Holder
Joined APC: Mar 2010
Posts: 27
Originally Posted by notadog
The vast majority of line pilots would have likely made the same mistake. BTW...some of the "professionals who we are throwing overboard" can barely make a voice position report when the CPDLC is inop, in spite of the fact that the format is on the chart...
07-16-2010, 05:43 AM
#24
Gets Weekends Off
Joined APC: Dec 2005
Posts: 652
Originally Posted by SEGATAKI
First of all the chances of you not being able to contact dispatch on a re-release are slim and none. Especially with the availability of SATNAV, HF phone patch, ACARS or ARINC via the bat phone or simply relaying through ATC. ATC has no idea that you are on a re-release, that is strictly a company procedure to allow you to dispatch with less fuel. As a captain and final authority of the flight you signed for, I doubt that as long as you have enough fuel to reach your destination and meet the FAR required arrival fuel the company can do little to fault your decision. Sometimes one has to use a little common sense as the captain of a flight, UPS or any other airline!!!
This reminds me of my first capt oral prep at UPS. The non union pilot doing the prep exam with about 6 of us in the room advocated breaking FAR's in order to make service because the FAA would most likely not find out.
Last edited by Airbum; 07-16-2010 at 10:38 AM.
07-16-2010, 10:43 AM
#25
Gets Weekends Off
Joined APC: Dec 2005
Posts: 652
Originally Posted by notadog
The vast majority of line pilots would have likely made the same mistake. BTW...some of the "professionals who we are throwing overboard" can barely make a voice position report when the CPDLC is inop, in spite of the fact that the format is on the chart...
07-16-2010, 11:17 AM
#26
Gets Weekends Off
Joined APC: Jan 2006
Position: Spartan
Posts: 3,652
Originally Posted by notadog
The vast majority of line pilots would have likely made the same mistake. BTW...some of the "professionals who we are throwing overboard" can barely make a voice position report when the CPDLC is inop, in spite of the fact that the format is on the chart...
07-16-2010, 03:26 PM
#28
New ride...
Joined APC: Apr 2005
Posts: 534
Originally Posted by Freighter Captain
I'm bothered by a completely different point on this ANC-CGN round trip:
WHY wasn't this flight staffed by IPA crewmembers?
WHY wasn't this flight staffed by IPA crewmembers?
I agree. I really think that a grievance could be won here. Can any one confirm the dates of these flights?
07-16-2010, 03:58 PM
#29
New ride...
Joined APC: Apr 2005
Posts: 534
Originally Posted by 1800 RVR
I agree. I really think that a grievance could be won here. Can any one confirm the dates of these flights?
4/25/10 ANC-CGN
4/26/10 CGN-ANC
I can't see why one couldn't file a grievance. I would try, but wasn't available for it.
07-16-2010, 04:19 PM
#30
Gets Weekends Off
Joined APC: Sep 2007
Position: 747 FO
Posts: 937
Originally Posted by Airbum
as a 121 airline captain are you really suggesting pilots land at a airport to which they are not dispatched in order to make service ? This you label as "common sense" ? It is one thing to make a mistake and quite another to advocate making mistakes.
This reminds me of my first capt oral prep at UPS. The non union pilot doing the prep exam with about 6 of us in the room advocated breaking FAR's in order to make service because the FAA would most likely not find out.
This reminds me of my first capt oral prep at UPS. The non union pilot doing the prep exam with about 6 of us in the room advocated breaking FAR's in order to make service because the FAA would most likely not find out.
Either you misinterpreted SEGATAKI's post or you're not clear on the purpose and function of a rerelease flight plan. I hope that it's the former.
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