Zan Vetter

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Zan Vetter last won the day on March 20

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  1. Could have sworn 2013 was 150....which then became 2018. Now it's 2026? Yeesh
  2. From the sounds of it the ACPA reopener will be quite a bit more wide-ranging than cleaning up contract boilerplate. A very big ask from management should lead to substantial quid pro quo. SHOULD
  3. That's why np approaches are published with a min visibility. In Canada, at the time of this accident, airlines were permitted to halve that value. I'm quite sure that at the charted visibility for that approach, nobody would have seen anything. You appear to be saying they didn't see enough, left the autopilot on to push it a little further, and shoulda gone around. Ok, you win. I'm not perfect, so I'm saying I can see myself in their shoes, following all the same steps, getting to minimums and seeing what I think are approach lights, and then realizing too late that I'm not where I want to be. I don't think I'll ever do that, I doubt any pilot does! It's enough to give humble pilots nightmares. Perhaps we don't need to key on the autopilot or what pilots may or may not have seen, we need to key on the fact that if the worldwide industry standard for non precision approach visibility (ie. charted) was also the law in Canada, we wouldn't even be having this discussion. If you re-run that ILS feasibility study with charted mins for the LOC only approach, I bet it becomes a lot more feasible. Too many limits in Canada are viewed merely as the starting point for exemptions.
  4. The autopilot only disconnects at pilot-entered minimums automatically in FINAL APP mode (ie. a managed approach). This was a coupled/selected approach (coupled to LOC, with vertical profile selected by the crew via FPA mode). A/P would not disconnect automatically. The autopilot remaining engaged below mins is contra the SOP. Was that intentional, task saturation, or something else isn't addressed in the report.
  5. So the crash occurred because the airplane hit the ground. Enlightening, DEFCON. The report says they had the lights in sight. But they might have been the wrong lights, because they were lower than they should've been, due to factors associated with the flight mode they were in, and their training. And the lighting on that approach was unsufficient for the minimums they were flying to according to international standards, and they weren't even on full strength. As for crew experience in total, it stands out as quite high to me, in comparison with many of the other reports I've read. In addition to the factors already stated above- medical, leave, layoff (years?), reserve duty (many years?), I'd add that a so called normal AC mainline pilot probably flies 500-700 hrs per year. Which is only about 50 per month. As to why that's so low you'd have to ask the people who make the pairings and schedules.
  6. 6500 hrs on type is not low, its high. The pilots were both very experienced. Can I say that while I also wouldn't want my name in the press, these pilots appeared to have performed very very well. The approach was flown to spec on an absolute crap night. With the exception of the AP being left on too long, there were no mistakes. So, other than no pilot wanting ever to be involved in an accident, these pilots have nothing to be ashamed of. The culprit that stands out to me is the approach visibility. They shouldn't have even been there, and in any other country they would've been on the way to their alternate.
  7. Good riddance. Redesign the SID/STAR overlaps (ie. make them not) and then try again!
  8. *rubs temples* shoulda coulda...nevermind
  9. That would be a dramatic about-face wouldn't it. Politically I wonder what one could extract from the government if one were to float such an idea.
  10. Related: Descend via 'the STAR' is pointless in the context of YYZ's current airspace design. And the controllers agree, at least the ones I talked to do.
  11. Rouge was about installing a B-scale. Any talk about the brand was and is a distraction from the real purpose of the concept. It also provided cover for the densification of the cabin, which could have happened without a new operating certificate and all the duplication that involved. Westjet's ULCC will be no different. Most of what is referred to as labour relations involves coming up with ways to divide the group such that they will fight amongst themselves rather than with management.
  12. FAs didn't have scope, and they locked the pilots out and got the conservative government to pass the Protecting Air Services Act! All other staff works for mainline.
  13. This feels like a bottom here, the announcement I mean. Obviously you can't identify a trend reversal from one week of events, but given the United, American, Air Canada and other news on this bumping stuff, it sort of feels like the public is reaching the point of maximum pain vis a vis what they are willing to endure for cheap flights? Like, maybe people will start to apply normal value judgements on airfare purchasing decisions, like you get what you pay for, for example. Eh maybe not, it's almost impossible to underestimate the public's tolerance for poor service as long as they get a cheap price. You can always complain to CBC later! And there are other soft benefits to WJ for merely announcing this and leaving it stillborn as those above have pointed out.
  14. Lost a wheel before takeoff. Obviously the crew didn't know. I would love to know the circumstances under which the wheel was discovered to be missing. Was it found on the grass at YUL? Did the aircraft already land in LHR and it was discovered after landing by maintenance?
  15. I wonder what Dr. Dao's legal argument will be for felony disobeying a crewmember? Because I already paid, I crossed the threshold, they scanned my boarding pass, I already slipped my shoes off... He was wrong but he'll get paid. United should sue the cops.