If you can't be first might as well be last.
03-30-2018 | 08:44 AM
#11
Line Holder
Joined: Mar 2006
Posts: 1,140
Likes: 83
From: P-3C
Yep. We need to stop enabling the gate agents, the rampers, dispatch and especially crew scheduling. Dispatch knows you need a release, gate agents know you have to have a release to push, scheduling knows where you are, and tampers know you need a bag count or are at the gate ready to push. We don't have to remind everyone to do their job. Do yours and yours only.
-Bubs
04-03-2018 | 08:45 PM
#14
Banned
Joined: Dec 2016
Posts: 1,132
Likes: 0
See, BB gets it.
I didn’t know that AO is incentivized OT. However, they’re just one cog in the machine. Again it’s partial management from our broken layers of vice presidential powers that be.
In MCO last month, I sat on my hands with a jittery AO barking orders at my FA’s after a crew swap. I briefed the FA’s, asked what the deal was and got a “needs the OT” back. Ok. No prob. But....I can’t get an OT if I don’t have the release. So when the “ready to go?”came 20 minutes later I said “I don’t have the release.”
Do you’re job. Nothing more nothing less.
Let’s get a CBA and be rewarded at market rate for how much we contribute to this company.
-Bubs
I didn’t know that AO is incentivized OT. However, they’re just one cog in the machine. Again it’s partial management from our broken layers of vice presidential powers that be.
In MCO last month, I sat on my hands with a jittery AO barking orders at my FA’s after a crew swap. I briefed the FA’s, asked what the deal was and got a “needs the OT” back. Ok. No prob. But....I can’t get an OT if I don’t have the release. So when the “ready to go?”came 20 minutes later I said “I don’t have the release.”
Do you’re job. Nothing more nothing less.
Let’s get a CBA and be rewarded at market rate for how much we contribute to this company.
-Bubs
What ended up being the delay code? Did they blame you? Did you send in your own report saying the release showed up X minutes late?
This communique is for entertainment purposes only. It does not implicitly or explicitly acknowledge employment with any air carrier nor is any relationship implied. This communique does not represent the opinions or policies of ALPA or JB ALPA and does not represent the collective pilot group, ALPA, nor does it imply collective bargaining, advocacy, or workforce actions intended to disrupt operations.
04-03-2018 | 09:12 PM
#15
Banned
Joined: Dec 2016
Posts: 1,132
Likes: 0
Yep. We need to stop enabling the gate agents, the rampers, dispatch and especially crew scheduling. Dispatch knows you need a release, gate agents know you have to have a release to push, scheduling knows where you are, and tampers know you need a bag count or are at the gate ready to push. We don't have to remind everyone to do their job. Do yours and yours only.
Guys, the entire system is set up by management bean counters because they know that human nature is to do the best job you can, particularly professional pilots. So, they will tighten the tolerances as much as possible. Your natural reaction will be to jump higher. That is the problem... you WILL jump higher because of human nature. Fight this because you're only enabling sub-par behavior from all your support staff.
If the release shows up 20 minutes late, then that's 20 minutes less you have to read NOTAMs and all your other flight planning responsibilities. In the end, they are rushing you and creating a safety hazard but ultimately it is you who will be blamed since you had the choice as the ultimate safety authority.
If the FA's give their 20 minute brief to the pax without buzzing you for the push, just sit there and wait. SOP requires you to hear from them before pushing. Don't enable them.
If the FA's have cabin issues, let them deal with it. You're not there to do their job for them. They can use the bat-phone to call someone. CRO's are there for a reason.
If you have already pushed and you need to call maintenance, do a phone patch. They are not giving you a company phone so don't subsidize the operation by letting them use your personal cell phone. Use the tools they give you.
If you see any issue with the airplane, WRITE IT UP. Remember than if it can't be deferred, you are not legal to fly. Plain and simple. Don't let them negotiate with you into letting them fix stuff without it being written up. Write it up, let them fix it. This is the FAA's process.
Do all of your tests properly. Make sure ALL the lights work as advertised. I won't go into any details, but you might find out something interesting if you ask around. Pilots have to know how to test stuff properly. If it doesn't work, write it up. Don't accept resets and pulling CBs to put the problem into a "cannot duplicate" scenario. This is unsafe. These aren't 1950's era aircraft with lots of nuisance trips. These new airplanes are not designed to have acceptable levels of resets or false indications. There is no tolerance unless the AFM says so.
Most importantly, always give everyone service with a smile. Do not express anger, frustration, or criticism against an FA, gate agent, dispatcher, etc. The company has not put you over them as a supervisor so don't work for free. It's usually better to remain silent than to be negative. It's possible to be completely outwardly nice to everyone while still working within the system (e.g. filing reports). If you turn the argument into an emotional one with people who thrive on it, you will lose. There are people getting in trouble for superficial behaviors to non-pilot personnel.
If need be, file a Safety Action Report but remember that this is an internal company document that they could cover up. Better yet, if you see a safety issue caused by OTP, people not doing their jobs, or people putting you in an unsafe position, don't hesitate to skip all the internal company coverups, go straight to the FAA.
https://hotline.faa.gov/
This communique is for entertainment purposes only. It does not implicitly or explicitly acknowledge employment with any air carrier nor is any relationship implied. This communique does not represent the opinions or policies of ALPA or JB ALPA and does not represent the collective pilot group, ALPA, nor does it imply collective bargaining, advocacy, or workforce actions intended to disrupt operations.
04-04-2018 | 04:10 AM
#16
Banned
Joined: Feb 2009
Posts: 1,445
Likes: 0
BINGO.
Guys, the entire system is set up by management bean counters because they know that human nature is to do the best job you can, particularly professional pilots. So, they will tighten the tolerances as much as possible. Your natural reaction will be to jump higher. That is the problem... you WILL jump higher because of human nature. Fight this because you're only enabling sub-par behavior from all your support staff.
If the release shows up 20 minutes late, then that's 20 minutes less you have to read NOTAMs and all your other flight planning responsibilities. In the end, they are rushing you and creating a safety hazard but ultimately it is you who will be blamed since you had the choice as the ultimate safety authority.
If the FA's give their 20 minute brief to the pax without buzzing you for the push, just sit there and wait. SOP requires you to hear from them before pushing. Don't enable them.
If the FA's have cabin issues, let them deal with it. You're not there to do their job for them. They can use the bat-phone to call someone. CRO's are there for a reason.
If you have already pushed and you need to call maintenance, do a phone patch. They are not giving you a company phone so don't subsidize the operation by letting them use your personal cell phone. Use the tools they give you.
If you see any issue with the airplane, WRITE IT UP. Remember than if it can't be deferred, you are not legal to fly. Plain and simple. Don't let them negotiate with you into letting them fix stuff without it being written up. Write it up, let them fix it. This is the FAA's process.
Do all of your tests properly. Make sure ALL the lights work as advertised. I won't go into any details, but you might find out something interesting if you ask around. Pilots have to know how to test stuff properly. If it doesn't work, write it up. Don't accept resets and pulling CBs to put the problem into a "cannot duplicate" scenario. This is unsafe. These aren't 1950's era aircraft with lots of nuisance trips. These new airplanes are not designed to have acceptable levels of resets or false indications. There is no tolerance unless the AFM says so.
Most importantly, always give everyone service with a smile. Do not express anger, frustration, or criticism against an FA, gate agent, dispatcher, etc. The company has not put you over them as a supervisor so don't work for free. It's usually better to remain silent than to be negative. It's possible to be completely outwardly nice to everyone while still working within the system (e.g. filing reports). If you turn the argument into an emotional one with people who thrive on it, you will lose. There are people getting in trouble for superficial behaviors to non-pilot personnel.
If need be, file a Safety Action Report but remember that this is an internal company document that they could cover up. Better yet, if you see a safety issue caused by OTP, people not doing their jobs, or people putting you in an unsafe position, don't hesitate to skip all the internal company coverups, go straight to the FAA.
https://hotline.faa.gov/
This communique is for entertainment purposes only. It does not implicitly or explicitly acknowledge employment with any air carrier nor is any relationship implied. This communique does not represent the opinions or policies of ALPA or JB ALPA and does not represent the collective pilot group, ALPA, nor does it imply collective bargaining, advocacy, or workforce actions intended to disrupt operations.
Guys, the entire system is set up by management bean counters because they know that human nature is to do the best job you can, particularly professional pilots. So, they will tighten the tolerances as much as possible. Your natural reaction will be to jump higher. That is the problem... you WILL jump higher because of human nature. Fight this because you're only enabling sub-par behavior from all your support staff.
If the release shows up 20 minutes late, then that's 20 minutes less you have to read NOTAMs and all your other flight planning responsibilities. In the end, they are rushing you and creating a safety hazard but ultimately it is you who will be blamed since you had the choice as the ultimate safety authority.
If the FA's give their 20 minute brief to the pax without buzzing you for the push, just sit there and wait. SOP requires you to hear from them before pushing. Don't enable them.
If the FA's have cabin issues, let them deal with it. You're not there to do their job for them. They can use the bat-phone to call someone. CRO's are there for a reason.
If you have already pushed and you need to call maintenance, do a phone patch. They are not giving you a company phone so don't subsidize the operation by letting them use your personal cell phone. Use the tools they give you.
If you see any issue with the airplane, WRITE IT UP. Remember than if it can't be deferred, you are not legal to fly. Plain and simple. Don't let them negotiate with you into letting them fix stuff without it being written up. Write it up, let them fix it. This is the FAA's process.
Do all of your tests properly. Make sure ALL the lights work as advertised. I won't go into any details, but you might find out something interesting if you ask around. Pilots have to know how to test stuff properly. If it doesn't work, write it up. Don't accept resets and pulling CBs to put the problem into a "cannot duplicate" scenario. This is unsafe. These aren't 1950's era aircraft with lots of nuisance trips. These new airplanes are not designed to have acceptable levels of resets or false indications. There is no tolerance unless the AFM says so.
Most importantly, always give everyone service with a smile. Do not express anger, frustration, or criticism against an FA, gate agent, dispatcher, etc. The company has not put you over them as a supervisor so don't work for free. It's usually better to remain silent than to be negative. It's possible to be completely outwardly nice to everyone while still working within the system (e.g. filing reports). If you turn the argument into an emotional one with people who thrive on it, you will lose. There are people getting in trouble for superficial behaviors to non-pilot personnel.
If need be, file a Safety Action Report but remember that this is an internal company document that they could cover up. Better yet, if you see a safety issue caused by OTP, people not doing their jobs, or people putting you in an unsafe position, don't hesitate to skip all the internal company coverups, go straight to the FAA.
https://hotline.faa.gov/
This communique is for entertainment purposes only. It does not implicitly or explicitly acknowledge employment with any air carrier nor is any relationship implied. This communique does not represent the opinions or policies of ALPA or JB ALPA and does not represent the collective pilot group, ALPA, nor does it imply collective bargaining, advocacy, or workforce actions intended to disrupt operations.
04-04-2018 | 04:56 AM
#18
Thread Starter
Banned
Joined: Apr 2011
Posts: 1,473
Likes: 0
BINGO.
Guys, the entire system is set up by management bean counters because they know that human nature is to do the best job you can, particularly professional pilots. So, they will tighten the tolerances as much as possible. Your natural reaction will be to jump higher. That is the problem... you WILL jump higher because of human nature. Fight this because you're only enabling sub-par behavior from all your support staff.
If the release shows up 20 minutes late, then that's 20 minutes less you have to read NOTAMs and all your other flight planning responsibilities. In the end, they are rushing you and creating a safety hazard but ultimately it is you who will be blamed since you had the choice as the ultimate safety authority.
If the FA's give their 20 minute brief to the pax without buzzing you for the push, just sit there and wait. SOP requires you to hear from them before pushing. Don't enable them.
If the FA's have cabin issues, let them deal with it. You're not there to do their job for them. They can use the bat-phone to call someone. CRO's are there for a reason.
If you have already pushed and you need to call maintenance, do a phone patch. They are not giving you a company phone so don't subsidize the operation by letting them use your personal cell phone. Use the tools they give you.
If you see any issue with the airplane, WRITE IT UP. Remember than if it can't be deferred, you are not legal to fly. Plain and simple. Don't let them negotiate with you into letting them fix stuff without it being written up. Write it up, let them fix it. This is the FAA's process.
Do all of your tests properly. Make sure ALL the lights work as advertised. I won't go into any details, but you might find out something interesting if you ask around. Pilots have to know how to test stuff properly. If it doesn't work, write it up. Don't accept resets and pulling CBs to put the problem into a "cannot duplicate" scenario. This is unsafe. These aren't 1950's era aircraft with lots of nuisance trips. These new airplanes are not designed to have acceptable levels of resets or false indications. There is no tolerance unless the AFM says so.
Most importantly, always give everyone service with a smile. Do not express anger, frustration, or criticism against an FA, gate agent, dispatcher, etc. The company has not put you over them as a supervisor so don't work for free. It's usually better to remain silent than to be negative. It's possible to be completely outwardly nice to everyone while still working within the system (e.g. filing reports). If you turn the argument into an emotional one with people who thrive on it, you will lose. There are people getting in trouble for superficial behaviors to non-pilot personnel.
If need be, file a Safety Action Report but remember that this is an internal company document that they could cover up. Better yet, if you see a safety issue caused by OTP, people not doing their jobs, or people putting you in an unsafe position, don't hesitate to skip all the internal company coverups, go straight to the FAA.
https://hotline.faa.gov/
This communique is for entertainment purposes only. It does not implicitly or explicitly acknowledge employment with any air carrier nor is any relationship implied. This communique does not represent the opinions or policies of ALPA or JB ALPA and does not represent the collective pilot group, ALPA, nor does it imply collective bargaining, advocacy, or workforce actions intended to disrupt operations.
Guys, the entire system is set up by management bean counters because they know that human nature is to do the best job you can, particularly professional pilots. So, they will tighten the tolerances as much as possible. Your natural reaction will be to jump higher. That is the problem... you WILL jump higher because of human nature. Fight this because you're only enabling sub-par behavior from all your support staff.
If the release shows up 20 minutes late, then that's 20 minutes less you have to read NOTAMs and all your other flight planning responsibilities. In the end, they are rushing you and creating a safety hazard but ultimately it is you who will be blamed since you had the choice as the ultimate safety authority.
If the FA's give their 20 minute brief to the pax without buzzing you for the push, just sit there and wait. SOP requires you to hear from them before pushing. Don't enable them.
If the FA's have cabin issues, let them deal with it. You're not there to do their job for them. They can use the bat-phone to call someone. CRO's are there for a reason.
If you have already pushed and you need to call maintenance, do a phone patch. They are not giving you a company phone so don't subsidize the operation by letting them use your personal cell phone. Use the tools they give you.
If you see any issue with the airplane, WRITE IT UP. Remember than if it can't be deferred, you are not legal to fly. Plain and simple. Don't let them negotiate with you into letting them fix stuff without it being written up. Write it up, let them fix it. This is the FAA's process.
Do all of your tests properly. Make sure ALL the lights work as advertised. I won't go into any details, but you might find out something interesting if you ask around. Pilots have to know how to test stuff properly. If it doesn't work, write it up. Don't accept resets and pulling CBs to put the problem into a "cannot duplicate" scenario. This is unsafe. These aren't 1950's era aircraft with lots of nuisance trips. These new airplanes are not designed to have acceptable levels of resets or false indications. There is no tolerance unless the AFM says so.
Most importantly, always give everyone service with a smile. Do not express anger, frustration, or criticism against an FA, gate agent, dispatcher, etc. The company has not put you over them as a supervisor so don't work for free. It's usually better to remain silent than to be negative. It's possible to be completely outwardly nice to everyone while still working within the system (e.g. filing reports). If you turn the argument into an emotional one with people who thrive on it, you will lose. There are people getting in trouble for superficial behaviors to non-pilot personnel.
If need be, file a Safety Action Report but remember that this is an internal company document that they could cover up. Better yet, if you see a safety issue caused by OTP, people not doing their jobs, or people putting you in an unsafe position, don't hesitate to skip all the internal company coverups, go straight to the FAA.
https://hotline.faa.gov/
This communique is for entertainment purposes only. It does not implicitly or explicitly acknowledge employment with any air carrier nor is any relationship implied. This communique does not represent the opinions or policies of ALPA or JB ALPA and does not represent the collective pilot group, ALPA, nor does it imply collective bargaining, advocacy, or workforce actions intended to disrupt operations.
04-04-2018 | 05:26 AM
#19
Line Holder
Joined: Mar 2006
Posts: 1,140
Likes: 83
From: P-3C
What ended up being the delay code? Did they blame you? Did you send in your own report saying the release showed up X minutes late?
This communique is for entertainment purposes only. It does not implicitly or explicitly acknowledge employment with any air carrier nor is any relationship implied. This communique does not represent the opinions or policies of ALPA or JB ALPA and does not represent the collective pilot group, ALPA, nor does it imply collective bargaining, advocacy, or workforce actions intended to disrupt operations.
This communique is for entertainment purposes only. It does not implicitly or explicitly acknowledge employment with any air carrier nor is any relationship implied. This communique does not represent the opinions or policies of ALPA or JB ALPA and does not represent the collective pilot group, ALPA, nor does it imply collective bargaining, advocacy, or workforce actions intended to disrupt operations.
-Bubs
04-04-2018 | 08:34 AM
#20
Line Holder
Joined: Apr 2009
Posts: 712
Likes: 0
From: A320 CA
BINGO.
Guys, the entire system is set up by management bean counters because they know that human nature is to do the best job you can, particularly professional pilots. So, they will tighten the tolerances as much as possible. Your natural reaction will be to jump higher. That is the problem... you WILL jump higher because of human nature. Fight this because you're only enabling sub-par behavior from all your support staff.
If the release shows up 20 minutes late, then that's 20 minutes less you have to read NOTAMs and all your other flight planning responsibilities. In the end, they are rushing you and creating a safety hazard but ultimately it is you who will be blamed since you had the choice as the ultimate safety authority.
If the FA's give their 20 minute brief to the pax without buzzing you for the push, just sit there and wait. SOP requires you to hear from them before pushing. Don't enable them.
If the FA's have cabin issues, let them deal with it. You're not there to do their job for them. They can use the bat-phone to call someone. CRO's are there for a reason.
If you have already pushed and you need to call maintenance, do a phone patch. They are not giving you a company phone so don't subsidize the operation by letting them use your personal cell phone. Use the tools they give you.
If you see any issue with the airplane, WRITE IT UP. Remember than if it can't be deferred, you are not legal to fly. Plain and simple. Don't let them negotiate with you into letting them fix stuff without it being written up. Write it up, let them fix it. This is the FAA's process.
Do all of your tests properly. Make sure ALL the lights work as advertised. I won't go into any details, but you might find out something interesting if you ask around. Pilots have to know how to test stuff properly. If it doesn't work, write it up. Don't accept resets and pulling CBs to put the problem into a "cannot duplicate" scenario. This is unsafe. These aren't 1950's era aircraft with lots of nuisance trips. These new airplanes are not designed to have acceptable levels of resets or false indications. There is no tolerance unless the AFM says so.
Most importantly, always give everyone service with a smile. Do not express anger, frustration, or criticism against an FA, gate agent, dispatcher, etc. The company has not put you over them as a supervisor so don't work for free. It's usually better to remain silent than to be negative. It's possible to be completely outwardly nice to everyone while still working within the system (e.g. filing reports). If you turn the argument into an emotional one with people who thrive on it, you will lose. There are people getting in trouble for superficial behaviors to non-pilot personnel.
If need be, file a Safety Action Report but remember that this is an internal company document that they could cover up. Better yet, if you see a safety issue caused by OTP, people not doing their jobs, or people putting you in an unsafe position, don't hesitate to skip all the internal company coverups, go straight to the FAA.
https://hotline.faa.gov/
This communique is for entertainment purposes only. It does not implicitly or explicitly acknowledge employment with any air carrier nor is any relationship implied. This communique does not represent the opinions or policies of ALPA or JB ALPA and does not represent the collective pilot group, ALPA, nor does it imply collective bargaining, advocacy, or workforce actions intended to disrupt operations.
Guys, the entire system is set up by management bean counters because they know that human nature is to do the best job you can, particularly professional pilots. So, they will tighten the tolerances as much as possible. Your natural reaction will be to jump higher. That is the problem... you WILL jump higher because of human nature. Fight this because you're only enabling sub-par behavior from all your support staff.
If the release shows up 20 minutes late, then that's 20 minutes less you have to read NOTAMs and all your other flight planning responsibilities. In the end, they are rushing you and creating a safety hazard but ultimately it is you who will be blamed since you had the choice as the ultimate safety authority.
If the FA's give their 20 minute brief to the pax without buzzing you for the push, just sit there and wait. SOP requires you to hear from them before pushing. Don't enable them.
If the FA's have cabin issues, let them deal with it. You're not there to do their job for them. They can use the bat-phone to call someone. CRO's are there for a reason.
If you have already pushed and you need to call maintenance, do a phone patch. They are not giving you a company phone so don't subsidize the operation by letting them use your personal cell phone. Use the tools they give you.
If you see any issue with the airplane, WRITE IT UP. Remember than if it can't be deferred, you are not legal to fly. Plain and simple. Don't let them negotiate with you into letting them fix stuff without it being written up. Write it up, let them fix it. This is the FAA's process.
Do all of your tests properly. Make sure ALL the lights work as advertised. I won't go into any details, but you might find out something interesting if you ask around. Pilots have to know how to test stuff properly. If it doesn't work, write it up. Don't accept resets and pulling CBs to put the problem into a "cannot duplicate" scenario. This is unsafe. These aren't 1950's era aircraft with lots of nuisance trips. These new airplanes are not designed to have acceptable levels of resets or false indications. There is no tolerance unless the AFM says so.
Most importantly, always give everyone service with a smile. Do not express anger, frustration, or criticism against an FA, gate agent, dispatcher, etc. The company has not put you over them as a supervisor so don't work for free. It's usually better to remain silent than to be negative. It's possible to be completely outwardly nice to everyone while still working within the system (e.g. filing reports). If you turn the argument into an emotional one with people who thrive on it, you will lose. There are people getting in trouble for superficial behaviors to non-pilot personnel.
If need be, file a Safety Action Report but remember that this is an internal company document that they could cover up. Better yet, if you see a safety issue caused by OTP, people not doing their jobs, or people putting you in an unsafe position, don't hesitate to skip all the internal company coverups, go straight to the FAA.
https://hotline.faa.gov/
This communique is for entertainment purposes only. It does not implicitly or explicitly acknowledge employment with any air carrier nor is any relationship implied. This communique does not represent the opinions or policies of ALPA or JB ALPA and does not represent the collective pilot group, ALPA, nor does it imply collective bargaining, advocacy, or workforce actions intended to disrupt operations.
