johnny dangerous

Members
  • Content Count

    37
  • Joined

  • Last visited

Community Reputation

7 Neutral

About johnny dangerous

  • Rank
    1

Recent Profile Visitors

1,803 profile views
  1. And yet, every single pilot, at Encore, chose, willingly, to accept the job at that pay. Makes you wonder how people make decisions. In 1987, when I went looking for my first full-time pilot job (I had 800 single engine hours from (i) flying tow plane for the Air Cadets, (ii) being a pointer pilot for the budworm spray program in NB, and (iii) flying my dad's C-150 around the Maritimes), I could have found employment with Carl Millard (and possibly learned a few other things...) had I chose to pay him $7000 (1987 dollars) and then lived in the hangar on the north end of the airport, while receiving, IIRC, $200 a week (this number is not reliable as my memory is fading) in pay, as well as a PPC on, I think, a C-46 or something. I can't remember. If I had the money I would probably have paid it, as the jobs were scarce, and people work willing to work for free for a chance to fly. I chose not to accept the offer and then didn't touch a multi-engined aircraft for pay until 1994, when a man named Klaus S. gave me a job flying a Piper Seneca on Grand Manan, NB. That decision, not to advance my career by accepting the job under the Millard terms, cost me 7 years of no twin time (to be fair, I could have chased other low paying twin jobs along the way). Contrast that market, 30 years ago, with today's market. If you have a heart beat and a commercial licence and a multi-engined rating, you are tripping over offers. That's how the market system works. Supply and demand. You don't like the terms, don't take the job. If enough people do that, pay eventually rises in order to supply the employer with the manpower it needs to make its product. If pay rises too much, leading to price increases to the customer, the price of the product may become too high, and the market collapses for the employer's product (see de-regulation in the USA/Canada, airline salaries in the USA pre/post 9/11, auto industry up to 2007/8 etc). That, or a new entrant sees a chance to deliver the product at a lower price because they entice lower paid workers, or find a way to deliver the product by lowering input costs (see WestJet 1996, asnd Swoop 2018). I disagree with the whining I see here and elsewhere and the same that I hear in flight decks. I briefly worked at Air Atlantic and saw first hand how a poor business plan affects competitiveness. I worked at Royal airlines and saw how a sloppy business can initially thrive, until it can't. I worked at Canada 3000 and shouted along with my other pilot colleagues at an ALPA union meeting when we all praised our negotitiating team as they claimed that only 5 dollars per ticket would give us, 95% of Air Canada wages. Comrades!!! Within one year we were all without jobs. Life isn't fair. You make a different decision(s) from your buddy who graduated from Sault College the same year and all of a sudden he's Captain on a 340, and you're are barely hanging on to your Dash 8 FO position. In the scheme of things, I have a great job. Fifteen years of continued employment at the airline that brought the industry non-seniority scheduling for monthly schedules and vacation bidding. The first airline that brought a date of hire carry over for regional pilots flowing to mainline. The airline that did a way with the mentality that said I've been here longer than you, so I get to choose everything before you. The first airline in Canada that has a chance of some day equaling Air Canada's market presence (let's not include the never profitable CAI experiment). I may be the only one at WJ who elects to cross a picket line (if it ever happens) but I'm okay with that. In the scheme of things, if that makes me a pariah in a post-strike environment where FO's don't talk to me and and I'm shunned by the rest of the pilot community, well, I'll just use that as a simulation of what it's like to fly in China. My name is John. I'm a Captain at WestJet. WestJet hired me on January 6, 2003 and I am drawing my line in the sand. I have a right to report to work and will continue to do so regardless of what ALPA does, as long as the Flight Operations Leadership Team has flying for me.
  2. True words? Rudder was a long time ALPA official. Of course he is going to parrot a Marxist's view of the world and support the organization that fed and clothed him for so long. Greed is at the foundation of every capitalist venture. Perhaps Ex 9A Guy would be happier in those successful centrally planned economies of 20th century East Europe which were apparently a worker's paradise. But then, they exist in the same place that "9A" does: history books, under the heading of failed experiments. I certainly hope that the first CBA at WJ will allow me to make $370,000 like I did in 2017 as a line pilot in a non-seniority environment, but I won't hold my greedy capitalist breath, Comrade.
  3. Edited. I answered a question thinking it was ASM not RASM.
  4. My friend at Sunwing tells me the Swoop pay is the same as Sunwing's, so I'm not sure how "This stuff drags the whole profession down". Unless, Sunwing brings the profession down. In which case, where is your outrage at them?
  5. Unfortunately, that in and of itself is not much help at the CIRB regarding a common employer ruling. The bar will be showing a loss in bargaining rights suffered by WJ pilots, which WJ and S will be sure to avoid. I hope the future at WJ isn't trading NG pilot jobs for 787 jobs, resulting in net zero growth, but if that were to be the case, that also would not necessarily be a loss in bargaining rights. As long as ALPA is able to successfully conclude a CBA, then that is proof that for now, at least, there is not a loss in bargaining rights. ALPA's advisor G.F., formerly of the BCNU, stated in Caglary two days ago that he was confident that ALPA could have a CBA in May. I presume he meant 2018, but I'm not positive. EDIT: There are also numerous routes formerly operated by WJ now operated by WJE...
  6. Just want to clarify something for the non-WJ pilots out there. The pilots are on a salary. For that salary, you can expect to work 15 - 16 days a month (sometimes less) and something around 77.5 hours per month. Ergo, a pilot is actually being paid for his/her time away from base. It is also true that if you decide to voluntarily alter your schedule by trading with another pilot, you will then only be paid for hard time. Even our own pilots make the mistake of thinking they do not get paid for the above example. Cheerio
  7. I'll help you out. Without knowing anything about this occurrence, it appears that for some reason, an incorrect thrust setting (and possibly V1, VR, and V2 speeds, we don't know) was entered into the Flight Management Computer. We don't know why that happened or who (if anyone) made a mistake that enabled the error. The next thing that happens is that the crew notices a lack of normal acceleration, and makes a decision to increase thrust (a seemingly safe and correct decision, depending the aircraft's proximity to the V1 speed, which may or may not have been a valid V1). Only a non-professional pilot would begin to throw rocks at the crew or the airline at this stage.
  8. I'm a bit slow at these things. Could you list all of the "all sorts of obvious clues"? And if we are just throwing out possible scenarios on why this happened, could we add the Captain was thinking about sex, and the Fist Officer was constipated?
  9. 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?
  10. 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.
  11. 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.
  12. 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?
  13. 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.
  14. 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."