Boeingoing

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About Boeingoing

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  1. Encore Pilots Have Numbers to Unionize

    In the past, carriers offered some relief in the form of bypass pay, years of service etc., something to offset the choice of not taking the advancement and someone less in seniority being awarded it. What did we negotiate when we went to bases? The hardline swath through the seniority list leaving the chips fall where they may? For the record I think the YYZ base was a necessity and I did move. I've moved many times in my 23 year career but this one was the most expensive (after the moving package). But this topic was about unionization and some speculation as to why it happened. And why its happening again?
  2. Encore Pilots Have Numbers to Unionize

    I was part of these "focus groups" and I can assure you there was no shortage of data on this fact finding mission. I was also relieved and optimistic when the unedited results were released. Finally, all the issues were on the table and they/we were going to start addressing them. To imply they scrubbed any reconciliation with the majority of the pilot group because a select few decided to forward some dirt to the papers is equally as disturbing as doing nothing at all. Also, there seems to be quite a disconnect here between guys that haven't been affected by any of these recent changes (i.e. bases), and guys that have had their lives turned upside down by downgrading, not upgrading, commuting, or uprooting your entire family across the country etc. There is a completely different perspective from say a senior YYC captain and a junior YYZ captain or FO. In my opinion this unrest and unionization is a direct result of ignoring the issues at hand, and as mentioned above guys are now voting with union cards and their feet. The million dollar question is.. is this sustainable? This will be an interesting year ahead as we venture into an uncharted pilot shortage, yet I suppose time will be the test. If this pilot shortage is as bad as some predict it will come down to supply and demand. If the pay and working conditions don't support it, well, it just becomes "unsustainable".
  3. AC 48hr Delay at Manchester

    http://www.westjet.com/guest/en/deals/offers/london-gatwick.shtml
  4. Westjet Weather Limits

    I would bet money it's an acars landing performance numbers or an MEL issue. As an example, I landed a fully loaded 800 in La Guardia a few weeks ago. Landing on 31 wind 350 27G32 dry runway and the numbers were flap 30 autobrake 3 7000 ft. Runway 31 is 7000 ft. Add a wet runway and I could see the maximum exceeded. I stopped it before runway 4, using max reverse (not included in numbers) well under 7000. Now picture a dark and rainy night and the acars landing data is saying you can't do it. Even though you know it will stop in less, are you willing to put your test pilot hat on and do it for the sake of getting in? Imagine sitting in front of a review board trying to explain why you landed on a runway when the data said you couldn't. The 800 is a different beast than the 600 or 700, and eats up a lot of runway and has high ref speeds. Definitely can't be compared to an embrarer, we're carrying about 180 people as opposed to ? I've been in that situation before and hit the toga button, and rest assured it was not an easy decision. In the end I assume the captain didn't feel comfortable landing there, we should all respect that. As far as not getting a "proper" answer from the CSA or the call centre about why they couldn't land? I doubt any of them even know what acars or landing distance calculations are, so I'm not supprised you got a "the captain wasn't comfortable landing" answer, because essentially that's what happened. I get it your **bleep** off, I would be too. Perhaps it wasn't wise to send the 800 there in the first place? Perhaps the wx changed? Perhaps they had a thrust reverser inop? I don't know what happened that night. But I think you're barking up the wrong tree if you're insinuating what I think you're insinuating about the pilots decision not to land. Give aerodata and the lawyers a call and have a chat about liability... Which in the end falls on the Captain. Sometimes the hardest decision about this job is knowing when to say no