Omni interview
#521
Line Holder
Joined APC: Apr 2014
Posts: 90
I was told by an Omni pilot that the trainees who were sent home were told they weren't Omni employees, so I assume they don't have a seniority number, but perhaps someone who was actually in the class could verify. From what I understand, all current trainees and those with upcoming class dates are back in the hiring pool.
Not saying I agree with any of it at all! It's a bunch of horse-manure and it's rotten. Omni management may be slowing down flying on purpose. I wouldn't put it past them. Its a very convenient time to be slowing down, right in the middle of negotiations. They did this same crap last go around in 2017.
#522
Disinterested Third Party
Joined APC: Jun 2012
Posts: 6,026
Failure to attach the vertical stabilizer is a bit of a humdinger there, brightspark. That wasn't a UAL or SWA or AA airplane that came apart at 8,000' on departure, then flew to the destination with 95 passengers aboard and very little holding what was left in place, having been attached with the wrong size bolts, wrong part numbers, wrong parts, wrong procedures, old sealant, improper or no torque, etc. But hey, take it, or leave it. No biggie.
#523
In a land of unicorns
Joined APC: Apr 2014
Position: Whale FO
Posts: 6,470
Failure to attach the vertical stabilizer is a bit of a humdinger there, brightspark. That wasn't a UAL or SWA or AA airplane that came apart at 8,000' on departure, then flew to the destination with 95 passengers aboard and very little holding what was left in place, having been attached with the wrong size bolts, wrong part numbers, wrong parts, wrong procedures, old sealant, improper or no torque, etc. But hey, take it, or leave it. No biggie.
There weren't 95 passengers aboard.
The vertical stabilizer was attached just fine.
#524
Disinterested Third Party
Joined APC: Jun 2012
Posts: 6,026
Well, let's see...
There were 95 on board. (88 passengers, 95 occupants, to be precise).
The entire vertical stab dorsal fin was missing, along with panels ripped free on the vertical stab, resulting in fractures and deformation of the vertical stab.
Three different bolt part numbers, and different lengths, installed incorrectly, several missing, several too loose to allow torquing, all required to be secured with sealant, and not sealed (also prevents rotation).
Seven of fourteen bolts attaching the dorsal fin to the fuselage were missing. Of the seven remaining, only three were the correct part number. Substantial damage to vertical stabilizer. The attach points for the vertical stab was fractured and deformed in several places. In addition, the fuselage crown skin and left horizontal stab were substantially damaged, with the front spar upper chord fractured, lower chord deformed, and gouges (stress risers). The horizontal stab leading edge and and skin was dented, gouged and puntured in multiple places. That's two out of the three critical stabilizing surfaces on the back of the airplane.
https://aviation-safety.net/database...?id=20200519-0
So, you could claim that everything I said was a lie, but given that everything I said was true, that would make you a liar now, wouldn't it?
#525
Gets Weekends Off
Joined APC: Sep 2018
Posts: 313
I was told by an Omni pilot that the trainees who were sent home were told they weren't Omni employees, so I assume they don't have a seniority number, but perhaps someone who was actually in the class could verify. From what I understand, all current trainees and those with upcoming class dates are back in the hiring pool.
Yes they are 1099 contractors on training pay with no benefits, they become employees when they pass their Type ride, hence why the let guys go just before their Type rides at 0800 when they were scheduled for 1000 ride. They're trying to avoid furloughs in a record hiring environment. Supposedly all pilots were hired immediately by ATI down the hall?
#526
In a land of unicorns
Joined APC: Apr 2014
Position: Whale FO
Posts: 6,470
https://data.ntsb.gov/carol-repgen/a...ort/101318/pdf
Well, let's see...
There were 95 on board. (88 passengers, 95 occupants, to be precise).
The entire vertical stab dorsal fin was missing, along with panels ripped free on the vertical stab, resulting in fractures and deformation of the vertical stab.
Three different bolt part numbers, and different lengths, installed incorrectly, several missing, several too loose to allow torquing, all required to be secured with sealant, and not sealed (also prevents rotation).
Seven of fourteen bolts attaching the dorsal fin to the fuselage were missing. Of the seven remaining, only three were the correct part number. Substantial damage to vertical stabilizer. The attach points for the vertical stab was fractured and deformed in several places. In addition, the fuselage crown skin and left horizontal stab were substantially damaged, with the front spar upper chord fractured, lower chord deformed, and gouges (stress risers). The horizontal stab leading edge and and skin was dented, gouged and puntured in multiple places. That's two out of the three critical stabilizing surfaces on the back of the airplane.
https://aviation-safety.net/database...?id=20200519-0
So, you could claim that everything I said was a lie, but given that everything I said was true, that would make you a liar now, wouldn't it?
Well, let's see...
There were 95 on board. (88 passengers, 95 occupants, to be precise).
The entire vertical stab dorsal fin was missing, along with panels ripped free on the vertical stab, resulting in fractures and deformation of the vertical stab.
Three different bolt part numbers, and different lengths, installed incorrectly, several missing, several too loose to allow torquing, all required to be secured with sealant, and not sealed (also prevents rotation).
Seven of fourteen bolts attaching the dorsal fin to the fuselage were missing. Of the seven remaining, only three were the correct part number. Substantial damage to vertical stabilizer. The attach points for the vertical stab was fractured and deformed in several places. In addition, the fuselage crown skin and left horizontal stab were substantially damaged, with the front spar upper chord fractured, lower chord deformed, and gouges (stress risers). The horizontal stab leading edge and and skin was dented, gouged and puntured in multiple places. That's two out of the three critical stabilizing surfaces on the back of the airplane.
https://aviation-safety.net/database...?id=20200519-0
So, you could claim that everything I said was a lie, but given that everything I said was true, that would make you a liar now, wouldn't it?
#529
Happy Boeing Driver
Joined APC: Jan 2018
Posts: 50
i used to be a ‘Captain at Swift and I got out alive and not violated , its a complete **** show over there. You dont go from Omni to Swift.
#530
Thread
Thread Starter
Forum
Replies
Last Post