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Trader last won the day on November 21

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  1. Ryanair..... again......still

    This is how Ryanair operates - no surprise. Most of their pilots are on contracts through agencies. They can be moved from base to base at anytime. They can be forced to operate from another base for short periods of time and are required to pay for their own hotel when at that base. I fly with a lot of ex-Ryanair guys and the conditions are unbelievable. This is nothing more than keeping the pilot group apart and unable to organize successfully.
  2. Doubt they could have even seen the runway, of either airport, beyond a km or so.
  3. AC retirement projections

    It may never be an issue at a company like AC where they may hire inexperienced FO's but there is a substantial pool of experienced captains. Outside of Canada that is not necessarily true. As the number of experience pilots dwindles airlines simply lower their qualifications. Those inexperienced FO's may upgrade with little experience. EK is now in a situation where I see low time (2000 hour) FO's, newly hired, flying with new captains who have 6000 hours, never had a left seat and the 4000 hours they have in the right seat at EK is long haul with few sectors. Based on the number of incidents we have had recently it is rearing its ugly head (though management doesn't believe it to be an issue). It's an issue throughout the region and I can only imagine what China is like. Looking at Canada that same situation seems to be developing, though outside AC and Westjet. You can have inexperienced FO's if you have experienced captains and you can get away with captain who have little left seat time but experienced FO's. But, imo, you mix inexperienced captains with inexperienced FO's and you are asking for trouble. That is ture on Dash 8, 737 or 380. I don't think that is something Canada has ever had to deal with until now.
  4. Alaska Pilots get a good pay raise

    The employment director at CES mentioned they had an issue with 2 Cdn passport holders last year and security issues (they were foreign born). Since then each region has followed national directives and not taken Cdn applicants. My agent mentioned he thinks that may change in the new year.
  5. Alaska Pilots get a good pay raise

    For the last 8 months they cannot get Cdns through the security checks and requirements. I've been waiting on China Eastern, Hainan and China Southern but they won't accept Cdns at the moment.
  6. Alaska Pilots get a good pay raise

    Well, when they start hiring Canadians again!
  7. Emirates Moscow Incident

    ...and the 2 pilots involved have been fired......
  8. It was a regular flight. The left seat was occupied by an upgrade candidate with the trainer in the right seat. Upgrade candidate was removed from the roster and dead headed home and, last i know, still not flying.
  9. Emirates Moscow Incident

    One of many recent incidents most have which been 'hidden' internally (or, to be fair, not picked up by media because ATC didn't report it). The results of years of 95-100 hour months and fatigue and a dramatic decline in the experience levels of new hires. The crash last year (which I think many of us saw coming) hasn't changed a thing. In fact the companies response to the DME incident has been to 'blame and attack' the pilots as it was after the crash. Pilots have now been warned that failures or a poor sim performance will result in serious consequences. No responsibility from the side of management with regards to schedules. lack of training etc. Gotta love modern management!
  10. Was also a training flight.
  11. AC Declares Emergency 4 X

    Yup, sounds like India! Would be interesting to know the length of time between the first and 4th Mayday. India, parts of Asia and Africa can have incredibly poor ATC. It can be fun watching the expression of a new FO when I simply say NO to ATC - not something pilots from the West are used to having to do.
  12. The airlines in the Middle East for the most part mimic the EASA regs while 'modifying' them to suit their own needs. 100 hours is the max in a 28 day cycle - but it is true that bunk time does not count towards that 100 hours. So on a 17 hour Houston flight with 4 pilots the 6 hours or so that you get in the bunk will NOT count towards your 100 hour max (though at EK you are paid for it). I have done 112 hours in a 28 day cycle. But Canada is still way behind! EASA and most of the world have a 900 hour yearly limit. Max duty may be 14 hours if started during the morning but decline quickly based on start times and number of legs. Rest as least as long as the previous duty. Duty day regulations are meant to be MAXIMUM limits that ensure pilots are rested and safe for any scheduled flight. The problem is that those maximums have become TARGETS in many operations in Canada and around the world. On more than one occasion I have had to refuse a duty that was 'legal' but where I was too fatigued to operate. When constantly operating to maximum limits those limits quickly become too much. Different operations have different needs and the regs will effect each differently. But the non airline operators in Canada have gotten away with far too much over the years. Another issue is flight time vs duty time. I do a 7 hours leg (so a approx 9 hours or so of duty) to Europe while the next guy does 4 legs of 1-2 hours (and the same or more 9 hours of duty). I would argue that his work is more fatiguing then mine and that his duty AND his legs should be taken into account. Yet they are not. A more extreme example would be the pilot who does a 12 hour duty but only say 4-5 hours of flight time (the medevac exec in the one post illustrates this - he doesn't view the pilots on the ground as 'working' so, presumably, they can have a longer duty). What happens when that 7 hour leg is now at night? Why is it treated the same in the regulations? FAR more fatiguing and difficult from a human perspective. A more realistic approach, at least in my opinion, would be to link duty and flight time more closely and to adjust max flight time/duties to the time of the day. For example, if you took 3/4 of a duty day an equated it to flight time, then the short haul pilot doing 3-4 legs a day where a significant portion is on the ground but still busy (offloading, onloading, setup etc) would be more limited in a monthly cycle (his time counting toward max limits). Next would be to adjust limits based on the time of day the pilot operates. As an example, any duty/flight between midnight and 6 am would count at double (200%) the 'regular' time. So a pilot operating outside his normal rhythm would end up with more time off (due to the higher hours) and have time to recover. Flight time by itself, as a basis for limitations (which is essentially ensuring the pilot is not fatigues and is safe) is not comprehensive enough. EASA's flight time limitations based on start time (acclimatized).
  13. What pilot shortage............?

    The man is a complete moron....and that is putting it nicely! Gets good 45 sec in.
  14. I would hope there are strict rules regarding 'flexibility'!!!! Heard the exact same thing at Emirates and now we fly 95 plus hours per month and they squeeze in a few 'short' night turns between ULRs to make sure they get 'productivity' out of the pilots. Productivity, in the view of airline managers (at least in my opinion) is not only hours flown but days off - they hate seeing pilots getting more than 8 days off a month since other workers only get 8 days off a month. Combine that with Canada's complete lack of reasonable duty regs and your asking for it. Hopefully the union has it well thought out.