gloopy

80ktsClamp

If you follow the flow in the TOPP, they have to. Stuff we are allowed to defer have nothing more complicated than pulling a circuit breaker or moving a switch to off, and the MEL makes it specifically clear as well that we are allowed to defer it. The simple ones are just writing a placard and telling dispatch/mx control eventually when it is convenient that it broke and we deferred it.

GogglesPisano

Understood, WD. It’s all good.

I just read the pertinent sections of the FOM and the TOPP and we are both correct (as in there are limited circumstances where we are allowed to “dispatch” without contacting MCC first.) However, in the example above, the discovery was at the gate before block-out. Pilot Placarding is never authorized in that case.

pilotc90a

getting back to the OP, why are we continuing to allow this? FTI's reduce the need for SLI's, which are higher paid, and allow for more pilot hiring. If they cant get enough able bodies from our ranks, let the company incentivize the SLI position?

FMGEC

The #’s of FTI’s on property is less than half of what was on staff 8 years ago. That’s not the issue. The number of FTI’s with further decline in the coming months/years with the introduction of Distance Learning increasing at home. Systems Validations are going to be done at home, with an open book, with no Instructor needed.

The larger issue is the #’s of DGS instructors that Delta has. If you add them all up, you have roughly 515 lost line pilot jobs due to increases in DGS staffing.

But profit sharing checks are nice, so why should ALPA care right?

gloopy

I agree in theory. But how do you know that there isn't a history on the same thing? I see zero advantage other than trying to save literally a minute or two in A-14 time or whatever, to not at least call MX/dispatch. If they are so swamped they don't have one minute to spare, then that's probably more reason that you need to talk to them. If they don't have a single manpower minute to spare to say "cool just crew placard it and we'll ACARS the rest en route" then there is no reason for pilots be in such a hurry in the first place.

StartngOvr

There are some times when a couple minutes are the difference between getting out and not. Flight/duty time limits. Severe weather approaching the airport. Min fuel. EDCT. IT Department implosion, etc. It's good to have the flexibility IF NEEDED. Just my opinion.

If you're the Captain, and it's your prerogative that this procedure is never appropriate, I think that's fine. No issues. I don't think there's anything requiring you to use it.

If it causes a gate return, crew timeout etc, I think you need to own it. It's certainly possible a chief pilot may ask for your reasoning.


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pilotc90a

First, I think youre confusing the FTI position with the FTPI position. FTPI's will continue to shrink, or get converted to the NEW FTI position. Some of the DGS instructors will also likely convert to the new FTI position, reducing the numbers of DGS instructors, but our expose to them remains the same.

I agree with you that the DGS position needs to be curtailed. I've heard (and experienced) DGS horror stories. The problem never goes away, just shifted around a bit. The problem from a company perspective is they cannot hire enough SLI's because few want to work that many days, and our line pilot cadre has a low opinion of our SLI's and neither side wants to expend the negotiating capital to improve the job.

My desire is for ALPA to limit the number of DGS (and FTI) instructors, while also being open to incentivizing the best instructors to teach.

Other workgroups "Me Too" clauses should work for us too. FA instructors, get both positive space and paid hotel rooms for out of base instructors. why don't we?

Han Solo

How do our line pilots have a low opinion of SLIs? Those guys make excellent pilots on the line and they reign in a significant portion of the unrealistic expectations from the training department when you're lucky enough to sim with an SLI instead of DGS.

gloopy

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