Payday at Arik Air
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Lots of pain
Lots of pain, just few facts. Arik is Arik
"Again I tell you, it is easier for a camel to go through the eye of a needle than for a rich man to enter the kingdom of God."
Matthew 19:24
... the people (employees) get the government ( the company) they deserve...
"Again I tell you, it is easier for a camel to go through the eye of a needle than for a rich man to enter the kingdom of God."
Matthew 19:24
... the people (employees) get the government ( the company) they deserve...
Join Date: May 2010
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LIVER
At least someone finally has the liver to say it as it is,its all in the posted link,have fun reading it,sadly but very real
http://www.saharareporters.com/article/echoes-tyranny-
arik-airline
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Financial relief?
Rumours abound that ground staff have gotten their 2 months back pay today....could this mean better things to come? Or is this the final breath before the beast that is Arik dies.....
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It is more likely that if this beast were to die imminently, they would not pay the 2 months arears. I say they've got more life left in them if that is the case.
Rumours abound that ground staff have gotten their 2 months back pay today....could this mean better things to come? Or is this the final breath before the beast that is Arik dies.....
..... ARIK WILL BE AROUND FOR A LONG TIME ..... 
.........LETS SEE WHAT WILL COME HAPPEN IN THE NEXT FEW MONTHS....
......
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It is rumoured that the Nigerian Government have injected $300 mil into Arik - very nice
Therefore, the only reason that they paid salaries. That $300 mil will be gone in no time, and they'll be back to business as usual... and back at the government hand-out line.
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.... $300Mil.....should be enough..... till July.....summer loads will get some much needed money in but that will dry up by mid AUG...
SEP and OCT will by the months to watch...... back to fill the money bags.... then.....
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Arik is recruiting......good news
Hi Fellows
Arik is recruiting again, good news
http://www.aviationjobsearch.com/job..._ng-13876.html
Arik is recruiting again, good news
http://www.aviationjobsearch.com/job..._ng-13876.html
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CRJ-900 Female Expat Captain Fired
Can somebody confirm that T.S. was dropped to the curb ? I can't believe that she hasn't killed somebody yet. Also heard that she might be trying to get on with Aero Contractors !!! Somebody warn them !!!!
Here's a letter that I sent to the NCAA concerning her "pilot" skill:
13 Sept 2010
Dear Captain XXX,
Per our conversation today, here are the details that I can offer:
Pilot: Captain T.S. (American expat who holds a Nigeria ATPL)
Aircraft: Bombardier CRJ-900, registration 5N-JEC, operated by Arik Air
Date: On or about the first week of August, 2010
Flights: Arik 201, Lagos to Jos, and Arik 202, Jos to Lagos
Narrative:
On or about the first week of August, Captain TS flew an Arik Air
regularly scheduled passenger service flight from Lagos, Nigeria to
Jos, Nigeria, as Arik flight 201. Upon arriving at the Jos airport,
Captain TS executed a Go-Around to the runway and returned to the
airport for a second attempt.
Even though the aircraft was never stable or on speed during the
second approach, Captain TS continued, contrary to good judgement
required of an ATPL holder, and contrary to Arik Air Standard
Operating Procedures.The second attempt was so poorly managed and
executed that the aircraft missed the touch down zone, landing long.
In addition to an unstable approach, and long landing, she allowed the
aircraft to touch down at an estimated speed of Vref plus 20 knots.
She elected to use extremely heavy braking, contrary to prudent
operating practice for any normal approach, and subsequently
overheated the brakes. The right brake set overheated to such an
extent that the Brake Temperature Monitoring System (BTMS) indications
went to a value of 20, indicated in red to highlight the severity. The
number 20 is the maximum value that can be recorded by the BTMS. A
normal landing on this aircraft by a competent pilot might indicate 3
to 5 with a green indication.
This heavy braking by Captain TS set off the aircraft Master
Warning triple chime. Captain TS allowed ground workers near the
aircraft, endangering their lives should the tires explode, or the
lead plugs in the wheels explode out of the wheels per their design
for wheel overheating.
The Quick Reference Handbook (QRH), Volume 1, for the CRJ-900
specifically lists a red brake overheat as a "NO-GO". Nonetheless,
Captain TS then operated the aircraft back to Lagos.
Subsequent dismantling of the right brake set by Lufthansa engineers
in Lagos revealed the brake set to be completely destroyed. In
addition, the right main strut has a number of built in overheat
temperature monitors, ALL of which were overheated. The strut was also
destroyed. The overheating likely affected the temper of the steel,
and weakened the structure, allowing the possibility of the strut to
fracture and fail. The ramifications of a main strut failure could be
fatal. Allowing the aircraft to operate with at least one known bad
brake set, and possibly both, makes it hard to fathom how such a pilot
could still hold any ATPL.
Captain TS allowed over $200,000 in US dollars worth of damage to
the aircraft, but to my knowledge, did not notify the NCAA of this,
nor the US FAA and NTSB (as she is also a US-FAA ATP holder).
Captain TS has a long history of poor piloting and decision making
issues with Arik Air, in addition to this latest one. She has been at
home in the USA since this event. I do not know when she is expected
to return.
Anthony Williams
Pilot, Arik Air
Nigerian ATPL holder
Lagos, Nigeria
Here's a letter that I sent to the NCAA concerning her "pilot" skill:
13 Sept 2010
Dear Captain XXX,
Per our conversation today, here are the details that I can offer:
Pilot: Captain T.S. (American expat who holds a Nigeria ATPL)
Aircraft: Bombardier CRJ-900, registration 5N-JEC, operated by Arik Air
Date: On or about the first week of August, 2010
Flights: Arik 201, Lagos to Jos, and Arik 202, Jos to Lagos
Narrative:
On or about the first week of August, Captain TS flew an Arik Air
regularly scheduled passenger service flight from Lagos, Nigeria to
Jos, Nigeria, as Arik flight 201. Upon arriving at the Jos airport,
Captain TS executed a Go-Around to the runway and returned to the
airport for a second attempt.
Even though the aircraft was never stable or on speed during the
second approach, Captain TS continued, contrary to good judgement
required of an ATPL holder, and contrary to Arik Air Standard
Operating Procedures.The second attempt was so poorly managed and
executed that the aircraft missed the touch down zone, landing long.
In addition to an unstable approach, and long landing, she allowed the
aircraft to touch down at an estimated speed of Vref plus 20 knots.
She elected to use extremely heavy braking, contrary to prudent
operating practice for any normal approach, and subsequently
overheated the brakes. The right brake set overheated to such an
extent that the Brake Temperature Monitoring System (BTMS) indications
went to a value of 20, indicated in red to highlight the severity. The
number 20 is the maximum value that can be recorded by the BTMS. A
normal landing on this aircraft by a competent pilot might indicate 3
to 5 with a green indication.
This heavy braking by Captain TS set off the aircraft Master
Warning triple chime. Captain TS allowed ground workers near the
aircraft, endangering their lives should the tires explode, or the
lead plugs in the wheels explode out of the wheels per their design
for wheel overheating.
The Quick Reference Handbook (QRH), Volume 1, for the CRJ-900
specifically lists a red brake overheat as a "NO-GO". Nonetheless,
Captain TS then operated the aircraft back to Lagos.
Subsequent dismantling of the right brake set by Lufthansa engineers
in Lagos revealed the brake set to be completely destroyed. In
addition, the right main strut has a number of built in overheat
temperature monitors, ALL of which were overheated. The strut was also
destroyed. The overheating likely affected the temper of the steel,
and weakened the structure, allowing the possibility of the strut to
fracture and fail. The ramifications of a main strut failure could be
fatal. Allowing the aircraft to operate with at least one known bad
brake set, and possibly both, makes it hard to fathom how such a pilot
could still hold any ATPL.
Captain TS allowed over $200,000 in US dollars worth of damage to
the aircraft, but to my knowledge, did not notify the NCAA of this,
nor the US FAA and NTSB (as she is also a US-FAA ATP holder).
Captain TS has a long history of poor piloting and decision making
issues with Arik Air, in addition to this latest one. She has been at
home in the USA since this event. I do not know when she is expected
to return.
Anthony Williams
Pilot, Arik Air
Nigerian ATPL holder
Lagos, Nigeria
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CRJ-900 Female Expat Captain Fired
Tony, I have heard many stories about this captain from very reliable sources. My understanding is that she was in fact let go over 6 months ago, but due to a screwup on an unrelated flight.
In your post, it would have been interesting to hear what inputs you were making during the unstable approach and landing, and also during the time she decided to return to Lagos.
We have all flown for weak captains. Not saying you did, but the first officer who stares out the right window (hoping the captain really screws up) is not doing his passengers right. Believe me, I've been there!
Good FO CRM skills become critical during those flights.
In your post, it would have been interesting to hear what inputs you were making during the unstable approach and landing, and also during the time she decided to return to Lagos.
We have all flown for weak captains. Not saying you did, but the first officer who stares out the right window (hoping the captain really screws up) is not doing his passengers right. Believe me, I've been there!
Good FO CRM skills become critical during those flights.
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I was not the FO on that flight.
I actually refused to fly with her on a separate flight, and physically walked off the plane. I did not fly. Because she was a captain, and me just a lowly nobody, I was specifically passed over for upgrade from my refusal to fly with her (and denied any opportunity to transfer to the Boeing fleet as an FO). I left very shortly after that for my next job.
She was, without a doubt, the worst pilot I ever have flown with in 25 years that I've held a pilot's license. I'm equally confident that Arik Air will forever be the worst company of any kind that I have, or will have, worked for!
No pilot will ever take me to my death bed without a serious push back from me.
I actually refused to fly with her on a separate flight, and physically walked off the plane. I did not fly. Because she was a captain, and me just a lowly nobody, I was specifically passed over for upgrade from my refusal to fly with her (and denied any opportunity to transfer to the Boeing fleet as an FO). I left very shortly after that for my next job.
She was, without a doubt, the worst pilot I ever have flown with in 25 years that I've held a pilot's license. I'm equally confident that Arik Air will forever be the worst company of any kind that I have, or will have, worked for!
No pilot will ever take me to my death bed without a serious push back from me.
Last edited by TonyWilliams; 1st Jul 2011 at 07:24.
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Well said, Tony!!
As a captain, I always encourage FO's to speak up. My standard briefing is "I make mistakes all day long, so sing out if you see something wrong". And yes, as an FO, there was one captain I told the chief pilot I would no longer fly with. Unlike Arik Air, it was a reputable airline and they backed me up.
As a captain, I always encourage FO's to speak up. My standard briefing is "I make mistakes all day long, so sing out if you see something wrong". And yes, as an FO, there was one captain I told the chief pilot I would no longer fly with. Unlike Arik Air, it was a reputable airline and they backed me up.