johnny dangerous

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About johnny dangerous

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  1. Why is cancer brought on by voluntarily smoking or any number of obesity related illnesses brought on by overeating or injuries from extreme sports my problem?
  2. You may not have any sympathy for the person here who was likely in the grip of an illness, but there must be something powerful at work if the company he worked for had a policy that a positive random drug test was cause for dismissal yet the person still chose to use. Addiction results in a physically altered brain. Just as in the case of mental illness, addiction is not a morality issue. It is a medical issue and should be treated as such.
  3. Here is the Wiithdrawal Notice from the lawyer.
  4. As is the way of legal things, resolution of matters have taken time. In the matter of KK v. WJ, here are some updates: Jan 11, 2017: Application Feb 15, 2017:Consent Order Feb 15, 2017:Motion to Adjourn (generally) Mar 1, 2017: Notice of Withdrawal of Lawyer The Withdrawal Notice is only available via mail or fax, but here is a link to BC's Court Services Online that will bring up the a search page. Enter the Captcha image then select Documents on the next page. I seriously doubt that WJ's lawyer has withdrawn from the case. You can make your own assumptions on why that might happen.
  5. To be fair, if the Australian investigators had had the flaperon and flap sections that have now been recovered when they were determining the search area two years ago, it is very likely they would be searching in a different area than they have been up until now. And that would have been, as you put it, with less than 1% of the wreckage. Larry's argument that high speed impact with water, with the flaps in the extended position, would cause this type of damage, looks reasonable. Especially now with 2 separate flap sections showing similar damage. Additionally, where is the rest of the cabin interior equipment and luggage etc that one would expect from an uncontrolled descent into the ocean?
  6. Moeman, that sounds like a very progressive response to a situation where no airplanes were damaged, no one was hurt, and at the worst, someone's travel plans got delayed. All because a fully trained crew, in conjunction with their dispatcher (contactable in real time via SATCOM and ACARS) made a decision that inconvenienced some people. Yup. Sounds like a newsworthy item. Let us know how that works out.
  7. So, as long as the response by WJ Flt Ops completely sewers the Captain, BD would have been happy? How about instead the letter reads, "...and upon assessing the various factors that comprise a safe landing, the Captain decided to exercise his authority and divert to an alternate aerodrome. WJ management fully supports the Captain's decision in this situation. There will be no follow up with the crew, as they correctly used all information at hand to make an informed decision."
  8. We'll, you might be being fair, but I don't think you're being accurate. I do not have the motivation nor memory to make a list of the challenges that WJ has faced in its 20 year history but it beggars belief to think that an airline that has gone from 3 airplanes to over 140 while maintaining a healthy balance sheet and business plan hasn't learned a thing or two from its mistakes along the way. Malcolm, with all due respect, your comment was rather simplistic. Like every business challenge, this too will pass until the next one appears and once again the armchair (keyboard) experts pontificate. Is this WJ's finest hour? Absolutely not. Here's to another 20 years of making mistakes.
  9. Thank you Vs. I was killing time at ORD waiting to board a flight to YYC when I read the thread and decided to comment. Your post is more likely what I wanted to say. Personally, I can not imagine ever calling out two qualified ATP/ATPL pilots and their dispatch team over a decision made in real time to divert. I can't imagine my father, a retired RCAF and corporate pilot ever doing that either. I can however, imagine the non-pilot passenger doing it, because I hear it regularly during IROPs when I'm on or off duty. They think they know better than the crew when they're on the ground venting. Even the truth behind the decision does little to mollify. I didn't mean to dismiss BD's concerns in a way that suggested the disruption to his plans was insignificant. But the thought that a so-called retired CP and ACP chose a public forum to voice his displeasure over decisions made by professionals, whether the result of airplane limitations, weather limitations, pilot unease, or the dispatcher's recommendation, made me more than a little dismayed. No one likes to lose a passenger to the competition. But it ain't the end of the world.
  10. I wasn't in the flight deck or the OCC that night, but whatever decision was made by the Captain, in conjunction with his/her dispatcher and the First Officer, was the best one at the time, given all the circumstances at the time. That answer might not satisfy you Blues, and I sympathize with your upset travel plans, but no one set out to mess up your day. The crew did what the did without the benefit of 24 hours of post-flight contemplation. I totally understand your desire to fly with any other airline besides WestJet, based on your frustrating experience(s). Hopefully you receive the level of service you expect from those carriers. Cheers (from a left seat guy who tries to make the right decision 100% of the time, but occasionally misses).
  11. I wasn't in the flight deck or the OCC that night, but whatever decision was made by the Captain, in conjunction with his/her dispatcher and the First Officer, was the best one at the time, given all the circumstances at the time. That answer might not satisfy you Blues, and I sympathize with your upset travel plans, but no one set out to mess up your day. The crew did what the did without the benefit of 24 hours of post-flight contemplation. I totally understand your desire to fly with any other airline besides WestJet, based on your frustrating experience(s). Hopefully you receive the level of service you expect from those carriers. Cheers (from a left seat guy who tries to make the right decision 100% of the time, but occasionally misses).
  12. http://thestarphoenix.com/opinion/columnists/westjets-injured-reputation-healing-nicely
  13. I heard 3 multi ship formations transiting YWG airspace on the 17th December, 2009, I wonder if that was them?
  14. You know what, it wasn't til you wrote that, that I fully appreciated the difference in 'slowing distance required' (SDR) for the Dash versus the larger jet. Weird. Of course I've been telling that story from the point of view of a new turboprop F/O, and not the seasoned 'Mighty Jet Captain' (MJC), that I am now. Feller I wuz referrin' ta 'ad an undertaker fer a fadder.
  15. When I was a YYT based Air Atlantic (9A) F/O on the DHC8, I had the pleasure of flying with a certain Captain who was from Lewisporte, NF, who shall remain nameless. Darren. Anyway, Darren and I are flying from YQT to YYT one night, on the last leg of an 8 leg 2-day pairing. Darren's at the controls. We launch about 10:15 pm or so from YQX on a clear night in both YQX and YYT. As usual AC860 (YHZ-YYT-LHR) is inbound from Halifax, enroute to her intermediate stop at YYT, before proceeding on to Heathrow. The Boeing 767 is south of our track, as they are south of the island for the bulk of their trip YHZ-YYT. Inbound to YYT straight from in from Gander, we are planning a landing on Runway 16. The winds were light that night, if not calm. We are already working YQX Lo Level on 133.15 MHz when the AC '67 checks in. He's planning a landing on RW34. It's a problem, apparently. Gander asks us to slow as we are now #2 for the airport, behind the faster jet inbound from the west. Darren grabs the mike before I can reply and asks how far out the 67 is. Upon finding out that the 767 is approaching 10000 ft and is about the same distance out from the airport as we are, Darren points out to the controller that the 767's max IAS below 10000 feet (250 KIAS) will be only 8 kts faster than the Dash's max IAS of 242 KIAS, and that we were straight in for RW16 versus the 767's need to do some kind of arc to transition to the final approach course. About 20 seconds later (one can only imagine the sequence on the other end), an "in control" sounding voice takes over controlling duties, no doubt a supervisor. He tells us we are now #1 for the airport, but "we'll be watching the situation closely". The 767 was then told to slow up, as they were now #2. Don't know if that's what you were referring to Moon.