Exodus from Skippers (Merged)
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Icarus2001,
You've got me,,,, just stirring the pot
, sure a couple of the cadet types on this thread probably got themselves a little chubby, here come the cold spoon!!!!!!.
You've got me,,,, just stirring the pot
, sure a couple of the cadet types on this thread probably got themselves a little chubby, here come the cold spoon!!!!!!.
Join Date: Jun 2008
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Alliance f100 in hangar 2 today for maintenance only (official explanation). Theres is no way Skippers will fit an f100 on their ramp anyway. XFY, D8-300 is the only new aircraft, which will be arriving soon, apparently.
Bugsmasherdriverandjediknite
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Location: Bai, mi go long hap na kisim sampla samting.
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Well I for one wouldn't pay anywhere near as much for a dash 8 job as a FKR100 job. What are they thinking??. they will never make any money like that. 
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Apparently the practice of "torpedoing" departing staff (especially Pilots) with prospective employers is alive and well, what a great guy the CP must be to allow this practice to continue.
Word has it that several ex-employees have pooled considerable resources in launching a torpedo raid of their own, good job boys, love the spirit
.
It is my opinion that this operator will make LHR look like a dress rehersal.
Word has it that several ex-employees have pooled considerable resources in launching a torpedo raid of their own, good job boys, love the spirit
.It is my opinion that this operator will make LHR look like a dress rehersal.
Join Date: Nov 2007
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Dog Tosser or should it be toss pot, I cannot believe you would wish another LHR situation on anyone, are you a complete nut? are you aware 15 people lost their lives when that metro pitched in ? Do you recognise if you really believe that a LHR type situation is developing that YOU are obliged to identify it, and that the framework exists both internally and externally to Skippers for you to raise this issue? You can take this issue to fleet and company management and if you do not get an acceptable resolution then you are obliged to take the issue to CASA, If you truly believe the situation is this dire and you do not follow these guidelines are you then not partially responsible ?
I am going to make this really easy for you and tell you that yes I do work for Skippers and my initials are M S, so if you know as much about the place as you claim then you know exactally who I am.
I have read many of your posts and frankly you like to bash the company, management, cadets, cadetship scheme, other Captains in the ranks, most of the FO's, and anything that the company tries to do, some of these comments may be warranted but let me ask you have you ever offered any positive comments?, or maybe attempted to become involved in overcomming some of these issues you have continued to raise? (Oh I know your reply... your not paid to do that, or not paid enough, or maybe you just cant be bothered?) It is really easy to sit on the outside, hide your identity and tell someone that eveything they do is wrong but it takes a real man/woman to put their hand up and get involved and try to overcome these issues, have you ever tried to talk to SQ about your concerns and proposed a possible solution?
Perhaps you could put your significant wealth of knowledge about aviation, aviation safety, company structure and process, training, regulations, and finance, to good use?
I am going to make this really easy for you and tell you that yes I do work for Skippers and my initials are M S, so if you know as much about the place as you claim then you know exactally who I am.
I have read many of your posts and frankly you like to bash the company, management, cadets, cadetship scheme, other Captains in the ranks, most of the FO's, and anything that the company tries to do, some of these comments may be warranted but let me ask you have you ever offered any positive comments?, or maybe attempted to become involved in overcomming some of these issues you have continued to raise? (Oh I know your reply... your not paid to do that, or not paid enough, or maybe you just cant be bothered?) It is really easy to sit on the outside, hide your identity and tell someone that eveything they do is wrong but it takes a real man/woman to put their hand up and get involved and try to overcome these issues, have you ever tried to talk to SQ about your concerns and proposed a possible solution?
Perhaps you could put your significant wealth of knowledge about aviation, aviation safety, company structure and process, training, regulations, and finance, to good use?
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Ahhh, Sarcasm and insult are the refuge of the weak.
HERE
Who would wish a terrible event like this to occur again, not me, i am entitled to my opinion and theres nothing you can do about it.
Well Mr MS, where there is smoke there is fire.
Bye bye.
HERE
Who would wish a terrible event like this to occur again, not me, i am entitled to my opinion and theres nothing you can do about it.
Well Mr MS, where there is smoke there is fire.
Bye bye.
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JetA,
Honestly could not be bothered responding to yet another party member, just wait an see, in a week, a month, a year, Mr/s MS will be back here as skycapt or in another guise joining the rest of the disgusted ex-employee's.
Turn and ran, well if thats the way you see it, i can live with that, hope you are having a great weekend
.
Honestly could not be bothered responding to yet another party member, just wait an see, in a week, a month, a year, Mr/s MS will be back here as skycapt or in another guise joining the rest of the disgusted ex-employee's.
Turn and ran, well if thats the way you see it, i can live with that, hope you are having a great weekend
.
Join Date: May 2008
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The web will work and hopefully avoid another LHR (if the dog really believes it'll come) and the other concerns the dog...has. Funerals are not pleasant. Lets have some positive vibes.
Join Date: Nov 2007
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SDT, you have brought up the fuel starvation issue with XUE, and after about 3 mins of research i have found 2 other examples of fuel starvation due to issues/problems with the fuel monitoring or measuring system and equipment causing over reads (ATSBR's 200700368, 200504768). Both of these were due to reliance on the electronic fuel measuring system. SK's response was to impliment a checking procedure across all fleets once a day that ensures the fuel indication system is indicating within tolerance.
I am not sure where the smoke you speak of is but i am ready to listen if you truly believe it is there. The procedure that was previously followed (relying on the fuel monitoring equipment) was an accepted process by many operators, and since these issues have been popping up operators have implimented checking procedures similar to those implimented at SK's.
If you are suggesting that the actions of the crew were incorrect when faced with an engine failure on short finals, again a procedure has been implimented to cover immediate action in this event, but i would not be to quick to hit on the crew actions as it sounds like the A/C was yawing all over the place and the crew managed to get the A/C claned up and on the ground safely and that is the most important thing, when faced with everything that was going on they saved the A/C.
If you want to queston crew actions an throw mud maybe you could leave skippers alone for a minute and go over to the QF forum and ask how TJE suffered fuel starvation in the main tanks while the centre tank was still loaded on its way from Perth to Melb in Aug 07? (200705093), i mean almost 25000 hours of experience and no one noticed? im not sure but i dont think that has ever happened at skippers?
p.s. believe me I am no party member and i appoligise for the insult (it was late), but i do believe in constructive criticism, by the way have you put your wealth of knowledge to any good yet?
I am not sure where the smoke you speak of is but i am ready to listen if you truly believe it is there. The procedure that was previously followed (relying on the fuel monitoring equipment) was an accepted process by many operators, and since these issues have been popping up operators have implimented checking procedures similar to those implimented at SK's.
If you are suggesting that the actions of the crew were incorrect when faced with an engine failure on short finals, again a procedure has been implimented to cover immediate action in this event, but i would not be to quick to hit on the crew actions as it sounds like the A/C was yawing all over the place and the crew managed to get the A/C claned up and on the ground safely and that is the most important thing, when faced with everything that was going on they saved the A/C.
If you want to queston crew actions an throw mud maybe you could leave skippers alone for a minute and go over to the QF forum and ask how TJE suffered fuel starvation in the main tanks while the centre tank was still loaded on its way from Perth to Melb in Aug 07? (200705093), i mean almost 25000 hours of experience and no one noticed? im not sure but i dont think that has ever happened at skippers?
p.s. believe me I am no party member and i appoligise for the insult (it was late), but i do believe in constructive criticism, by the way have you put your wealth of knowledge to any good yet?
I'll place a nod and a vote for the Shed Dog Tosser's post.
I personally know a seasoned and respected pilot who went in full of vim and vigor and left very disappointedly not long after, and suffered a torpedoing to boot.
Skycapt_73
When an organisation sinks as low as this one appears to have sunk it can be safely assumed that useful communication between the troops and management is over.
Your comment regarding the fact there is a system in place either within the organisation or within CASA to have such a serious concern addressed sounds at best like gross naivety.
I am sure that if SDT thought that approaching either management or CASA would result in the concerns being acted upon in a professional and diligent manner SDT would do so. However I know that taking such action would do nothing more than label him/her a whistle blower and successfully sink his/her career.
Regarding your comments on the apparent flame out on short final, I for one, and not being privy to the finer details, would be asking some very pointed questions of what and why the crews action where what they where. Please understand I don't wish to denigrate the crew and I am sure they did the very best they could, but perhaps there was something missing in their bag of knowledge/experience which now appears to have been addressed with modified SOP's. I'll take a punt here and make an assumption, but I bet London to a brick many including management were aware of the inaccuracies of the previous fuel measuring/cross checking procedure that resulted in the incident, but were reluctant to take a proactive safety stance on the matter, and instead waited for justification for a reactive approach.
Now I wouldn't know who SDT was or is, even if I woke up along side of him/her but in light of all the negativity leveled at this company it might be time for management at all levels to attend the room full of mirrors and have a good hard look at themselves.
Lest they face the compounding humiliation of such an awful event as LHR and then have to face the collective "I told you so" from a group of supposed subordinates.
I personally know a seasoned and respected pilot who went in full of vim and vigor and left very disappointedly not long after, and suffered a torpedoing to boot.
Skycapt_73
When an organisation sinks as low as this one appears to have sunk it can be safely assumed that useful communication between the troops and management is over.
Your comment regarding the fact there is a system in place either within the organisation or within CASA to have such a serious concern addressed sounds at best like gross naivety.
I am sure that if SDT thought that approaching either management or CASA would result in the concerns being acted upon in a professional and diligent manner SDT would do so. However I know that taking such action would do nothing more than label him/her a whistle blower and successfully sink his/her career.
Regarding your comments on the apparent flame out on short final, I for one, and not being privy to the finer details, would be asking some very pointed questions of what and why the crews action where what they where. Please understand I don't wish to denigrate the crew and I am sure they did the very best they could, but perhaps there was something missing in their bag of knowledge/experience which now appears to have been addressed with modified SOP's. I'll take a punt here and make an assumption, but I bet London to a brick many including management were aware of the inaccuracies of the previous fuel measuring/cross checking procedure that resulted in the incident, but were reluctant to take a proactive safety stance on the matter, and instead waited for justification for a reactive approach.
Now I wouldn't know who SDT was or is, even if I woke up along side of him/her but in light of all the negativity leveled at this company it might be time for management at all levels to attend the room full of mirrors and have a good hard look at themselves.
Lest they face the compounding humiliation of such an awful event as LHR and then have to face the collective "I told you so" from a group of supposed subordinates.
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Skycapt, dont let these bitter ill informed people get to you. I am new to WA and SA and i have to say to these knockers you go east and see how truly rough it really can be in aviation. I for one really enjoy my work and the company and I would have no problems walking into the ceo's office if I was having a problem that the company didnt want to resolve but as Skycapt said I would want to be constructive and have some solution based argument as apposed to just being another winger, there is enough of you out there already.
Keep on with the good fight.
dont let these bitter ill informed people get to you. I am new to WA and SA and i have to say to these knockers you go east and see how truly rough it really can be in aviation. I for one really enjoy my work and the company and I would have no problems walking into the ceo's office if I was having a problem that the company didnt want to resolve but as Skycapt said I would want to be constructive and have some solution based argument as apposed to just being another winger, there is enough of you out there already.Keep on with the good fight.
Last edited by metro_man; 7th Jul 2008 at 07:50.
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Best Speed, i was wondering if you had read the factual Interim Factual Report from the ATSB with respect to the actions of the crew? At 400ft AGL the report indicates that the aircraft began to yaw significantly even at the low power setting to the point where the pilot flying indentified that he could not re-establish the aircraft onto the centre line, at which point the approach was not stabilised and in keeping with SA procedures, the call to go-around was made and in keeping with any procedure I have ever seen both power levers were advanced resulting in a very significant yaw. No indication suggested the left tank was empty and due to the time taken to stabilise and clean up the aircraft and the proximity and ease of access to Wiluna the decision was made to land at Wiluna.
The reason I indicate these findings is because faced with a similar unknown failure that pushed the approach to a point at which it could not be recovered I am just wondering what you would have done? Do you think you could have wrestled the aircraft back onto the centre line within 400ft of the ground, when 2 other pilots were unable to do so? Or would you have straight away recognised the failure pulled both levers back to reduce the yaw effect and maybe landed short? What exactly would you have done? I mean 400ft is almost 1 mile from the threshold and seconds from landing?
I for one want to commend the pilots on recovering and saving the aircraft and the passengers in what would have been very busy and stressful few minutes.
It is easy to ask questions in hindsight and say every action or decision was wrong.
The reason I indicate these findings is because faced with a similar unknown failure that pushed the approach to a point at which it could not be recovered I am just wondering what you would have done? Do you think you could have wrestled the aircraft back onto the centre line within 400ft of the ground, when 2 other pilots were unable to do so? Or would you have straight away recognised the failure pulled both levers back to reduce the yaw effect and maybe landed short? What exactly would you have done? I mean 400ft is almost 1 mile from the threshold and seconds from landing?
I for one want to commend the pilots on recovering and saving the aircraft and the passengers in what would have been very busy and stressful few minutes.
It is easy to ask questions in hindsight and say every action or decision was wrong.
I think the biggest misconception is the thought that some pilots actually think flying for QF, DJ OR j* is somehow better - breakfast might be a bit warmer, thats about all.
Do QF,DJ,J* ring their crews at 1600 local to advise them of the next days flying because the roster is so unstable?
Do QF,DJ,J* crews land at an RPT port, chuck off the bags, check in the pax as there is no agent, load the bags, load the fuel, complete the load sheet then blast off again?
Do QF,DJ,J* crews stand under the wing holding a fuel sample trying not to let the heavy rain get into the cup?
When QF,DJ,J* staff resign do the HR people phone ahead to their next employer and torpedo them?
No, I didn't think so...
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I think the biggest misconception is the thought that some pilots actually think flying for QF, DJ OR j* is somehow better - breakfast might be a bit warmer, thats about all.