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Posts posted by GTFA

  1. Demanding that your employer reduce your amount of work is only going to undermine your ability to earn income. Allowing the Government to dictate rules to address scheduling rules is a invitation for confusion and conflict.

    WE, as professionals need to take responsibility for our own well being and negotiate wages and working conditions that reflect our commitment to providing the highest levels of safety, with efficiency. 

  2. 14 hours ago, UpperDeck said:

    Lol....yes, NOY.....welcome. Seeker remains to many of us " oldtimers" a newbie. I " joined" somewhere around 1997-2000 but my seniority was ratioed and top-blocked due to my lack of sim time.

    WHOA!!! I just checked my profile for date of joining. 1969???? Did I do that? I was only 10.


  3. 1 hour ago, North of You said:

    reverse thrust cannot be selected unless the forward thrust levers are in IDLE
    -    reverse thrust lever is blocked at reverse idle until related thrust reverser is more than 60% deployed
    -    movement into reverse thrust engages locking pawl preventing forward thrust lever from moving
    -    terminating reverse thrust removes the locking pawl and restores forward thrust lever movement ability
    -    reversers are electrically controlled, hydraulically operated
    -    battery switch must be ON
    -    engine fire handle must be down
    -    NG aircraft must sense on-ground or Capt or FO's RA < 10 ft (3 m)
    -    MAX aircraft must sense on-ground or Capt or FO's RA < 6 ft (1.8 m

    When landing on a dark and dirty night etc, most of us tend to yank on those levers with all sorts of enthusiasm trying to get this thing into reverse well before these conditions are met. ?

    This certainly reinforces the adage that knowing your aircraft is your best safety tool. All that "enthusiasm" would better be spent on meeting the parameters rather than yanking on levers that won't work until the parameters are met.

  4. 12 minutes ago, CanadaEH said:

    Maybe I'm in a sour mood.. Nurses deserve credit, 100%. But so too do the doctors and janitors at hospitals; firefighters, police officers, and paramedics attending emergencies; customer service agents at grocery stores, liquor stores, gas stations; flight crews; and anyone else who has to be "exposed" to the general public. These aren't heroes these are people doing their jobs because they have to while some people don't. 

    Nurses deserve a lot of credit I just don't want to diminish the contributions of a lot of other people in society right now. 

    I am not in a sour mood:


  5. " Fast-Change", "conversion"? This may be more marketing pitch and jargon than anything particularly technical. It looks like the conversion is to remove seats from the aircraft and install tie-down latches in the seat tracks. Is there more to it than that? Of course there are W/B and fire watch concerns but that is an issue with the carriage of any cargo. With the floor loading limits remaining equal, will the aircraft actually carry more cargo by piling packages on the floor than by securing it to the existing seating structures?


  6. 2 hours ago, rudder said:

    I have flown at mixed configuration operators where the only requirement was to review a fin specific differences card prior to each flight segment.

    I have also worked where variants on a single type endorsement required alternating semi-annual SIM training on the 2 different variants (SIM could be reconfigured - different panels and performance software).

    I think that most mixed fleet 737 operators managed the MAX addition via an online information module and perhaps a differences card.

    Well, this is where the level of professionalism of each pilot comes in to play. Kerns, Sumwalt et al have been preaching this for a while...

    Company culture and training priorities are, as they should be, brought in to the spotlight to reenforce the value of well trained, experienced flight crew.

    This is a wake up call to the industry. Unless, of coarse the investigations find that the malfunctions were deemed to be unmanageable.

  7. Also to be clear, I am not un-pointing at Boeing. I am pointing ANOTHER finger at other causal factors. I believe we may finally be at a crossroads in aviation where training and standards are being displaced by technology. Instead of raising the lowest denominator we are expecting manufacturers to make ever more complex systems to overcome the shortcomings of industry to provide competent crews.

    • Like 1
  8. The pilot reports from the NASA safety reporting program is a red herring. What would be significant is a summary of ALL available safety reports related to this system from both maintenance and flight ops. Any major carrier who operate this aircraft has internal reporting programs most of which are widely used and respected.

  9. So, if Boeing is correct that the aircraft was properly tested and certified, what if the problem is not with the manufacturer but with the operators and their governing agencies? Front line experience levels and training standards need to be a significant part of this conversation. By front line I mean pilots and maintenance personnel.

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  10. On what grounds exactly are they claiming that Boeing is liable for the cancellation of MAX-flights? On what grounds is the FAA going to be liable? It is being discussed in other forums that in the hands of a proficient crew, the malfunction is in fact manageable.

  11. Just now, rudder said:

    Stab trim runs at different speeds depending on whether flaps/slats are extended or up.

    Yes, so even without applying trim input is it physically possible to control the pitch to overcome the the change in aerodynamic and thrust influences?

  12. "I have read all of these stories many times and used them in teaching scenarios but cannot resist reading them again whenever they are introduced to use as examples of mismanaged risk/reward ratios. Mr. Albright's personal story is very amusing and serves to remind us also that the biggest threat to a skilled and confident pilot is actually his own skill and confidence. Don't phool yourself, physics trumps everything!"

    At risk of being repetitive, " A superior pilot is one who uses his superior judgment to AVOID situations requiring the use of his superior skills."

  13. "Neeleman is exploring the possible creation of a new low-cost carrier in the U.S., trade publications Airline Weekly and Airfinance Journal reported last month."

    Another low-cost airline. Really... why? Does this not just perpetuate the problem of underfunded, short-sighted shoestring operations relying on low cost employees, low-cost maintenance, Low cost everything? Does <<you-get-what-you-pay-for>> still mean anything?

    How is another Low-cost airline going to improve the degradation of service, comfort, reliability and safety? Why can't people like Neelman focus on making existing carriers better? From an industry perspective our energies should be on improvement of safety, service and cost for the companies who are carrying passengers now.

  14. We need to focus on the people who care about getting the right people into the positions of pilot and AME. The travelling public, the airline executive office, the College of Professional Pilots of Canada. The industry needs to realize the critical nature and therefor value of any person who puts in any "Touch-Time" on aircraft that effects safety of operations.

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