High Failure Rates - Atlas / Southern - Page 11

#101

JohnBurke , 05-15-2019 03:49 PM

Disinterested Third Party

Quote:

Originally Posted by hav3atps

A sharp one you are. Try "then", not "than"

But you're correct. Why work at Walmart when you can come on APC and whine, or is it wine about how miserable your life is.

Always enjoy the Grammar Nazis.. "English is also capitalized if you're keeping score..

You'll notice I was responding to your failure, and duplicated your spelling to make the point. Irony is apparently beyond you, which comes as no surprise.

I've not complained in the least about my life, nor suggested it was miserable.

Your reading comprehension suffers.

Quote:

Originally Posted by 4runner

You too. Then*

You appear to be suffering from the same problem. Read the damn thread.

#102

maxjet , 05-16-2019 03:02 AM

VHR-very happily retired

Quote:

Originally Posted by 4runner

CPDLC was inop on one flight. Flew all the way across the pond without talking to anyone. They didn’t know who to call. Can’t make this s&@$ up.

Is this actually true?

#103

CardboardCutout , 05-16-2019 03:48 AM

Gets Weekends Off

Well, he literally said it can't be made up, so.

#104

Birdsmash , 05-16-2019 04:03 AM

Gets Weekends Off

They were probably too busy playing a game against each other on their Bluetooth linked iPads to even notice.

#105

NorthernPilot1 , 05-16-2019 04:30 AM

On Reserve

Quote:

Originally Posted by maxjet

Is this actually true?

Yes. We got e-mails about it.

#106

nitefr8dog , 05-16-2019 01:05 PM

Gets Weekends Off

Quote:

Originally Posted by Birdsmash

They were probably too busy playing a game against each other on their Bluetooth linked iPads to even notice.

Ur not supposed to do that?

#107

No Land 3 , 05-16-2019 01:30 PM

Banned

Quote:

Originally Posted by Diesel8

Reverse your percentages and that is more of the true picture.

The issues that are going on are industry wide, not just at Atlas/Southern.

I was just on a Delta Airlines flight and on landing we were all over the place and had to do a go-around, "for traffic on the runway". Yeah right.

Those issues are a product of highly automated aircraft, where 8000 hours of experience means that there was only about 200 hours of actual stick time. Basic actual real "flying" skills versus "operating" an aircraft is the big issue. Those basic airmanship skills have eroded to a point that is horrifying at this point, mostly what I have seen is that they are completely non-existent. There is a lack of understanding of the basic concepts of anything that has to do with flying.

Fear - is if the "pilot" has to fly the aircraft with the autopilot off greater than 200' off the ground. I see too many people that if the autopilot would pack up it will be an emergency situation. VNAV is used in all situations as there is the fear that they will not be able to remember to slow down to 250 kts below 10,000'.

Sick and tired of hearing excuses that the airspace is too complex for hand flying. B*llsh*t! The airway structure has not changed from the days of flying the Classic out of VHHH with a FD, HSI, RMI, and the mighty Carousel IVA. The only thing that has changed is that the tolerances have tightened up. As long as your instrumentation is up to those tolerances you should have no problem. Nowadays you don't even have to tune a radio!

I will give this to you, there are some individuals out there that are either quite skilled, or have the attitude and aptitude to learn. They are in the minority.

What I will say is that majority of the newbies out there don't want to learn, are condescending, confrontational, and a trivializing lot. They don't have either the skills or that attitude/aptitude. The major issue with these types is this: THEY COMPROMISE SAFETY BY BEING A DISTRACTION.

I will always give everyone the benefit of the doubt, and a chance. What I will not do is coddle some idiotic, narcissistic clown, who needs to be the center of attention.

My responsibility is the safe operation of aircraft, period end of story. I endeavor to do the upmost to this goal. That means dealing with a crumbling maintenance infrastructure, clownage in the training department, a complete lack of morale, among other things, and yes, difficult, petulant children in the cockpit - oops "Flight Deck"

End rant.

Flame away, children.

I have a solution, twice a year have everyone fly a T38 around the pattern.

#108

hav3atps , 05-16-2019 02:41 PM

Wrenching on avionics

Quote:

Originally Posted by No Land 3

I have a solution, twice a year have everyone fly a T38 around the pattern.

Or a helicopter single pilot repositioning drilling rigs on a 50 foot longline.

#109

TiredSoul , 05-16-2019 02:58 PM

All is fine at .79

Quote:

Originally Posted by ROBsINtheHOOD

The ramifications of a GNE , or worse , to the entire Atlas transatlantic operation requires professional , detailed and thorough training by experienced aviators. If you don't understand what a GNE is , or as an organisation , don't give a damn- you shouldn't be on the Atlantic and the authorities will be very unforgiving of mistakes.

Unless the FAA requires an oceanic crossing during OE it’s never going to happen.
It’s entirely possible for a new FO to somehow not do an Atlantic crossing in 1.5-2 years.
Same for Captains by the way

#110

zerozero , 05-16-2019 03:24 PM

Gets Weekends Off

Quote:

Originally Posted by TiredSoul

False.

First of all, the part that IS required is Class II Nav on OE. That just usually happens to be an ocean. Any ocean.

Secondly, in the years before this rapid expansion at Atlas, NO ONE would be signed off OE unless they specifically logged a NAT crossing--even though it is not specifically required.

Unfortunately that became too inconvenient for the managers--the "policy" started to delay OE for some--so they just settled on any ocean crossing. LAX- NRT; ANC-ICN; HNL-SYD; they're all the same to a manager as the NAT.

And look where that got us.