Flying into MEL? Beware......
Join Date: May 2006
Location: The Dog House
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I’ve observed the majority don’t read them and no longer have any idea of the latest manual changes as they update hit update on the iPad. Electronically bombarded with huge amounts of information much of it completely irrelevant to the role.
Pilots not only lost control of their conditions but also the way their job is done. Magenta generation, ARBEY time, COBT and ordering vacuuum cleaner batteries for cabin crew whilst doing take off figures. Ludicrous, zero leadership.
The work creation schemes continue.
Pilots not only lost control of their conditions but also the way their job is done. Magenta generation, ARBEY time, COBT and ordering vacuuum cleaner batteries for cabin crew whilst doing take off figures. Ludicrous, zero leadership.
The work creation schemes continue.
I’ve observed the majority don’t read them and no longer have any idea of the latest manual changes as they update hit update on the iPad. Electronically bombarded with huge amounts of information much of it completely irrelevant to the role.
Pilots not only lost control of their conditions but also the way their job is done. Magenta generation, ARBEY time, COBT and ordering vacuuum cleaner batteries for cabin crew whilst doing take off figures. Ludicrous, zero leadership.
The work creation schemes continue.
Pilots not only lost control of their conditions but also the way their job is done. Magenta generation, ARBEY time, COBT and ordering vacuuum cleaner batteries for cabin crew whilst doing take off figures. Ludicrous, zero leadership.
The work creation schemes continue.
On the subject of iPads as EFB - do you have NOTAMs displayed in Jeppesen Flight Deck Pro ? The app organizes them by the applicable chart and decodes them into plain English. It doesn’t completely solve the problem. But it makes it more manageable.
I agree it’s a safety issue. I make a point of reading all the info that the regs require me to read. I do it quickly and as efficiently as I can. I then walk as expeditiously as I can through security and to the gate, this takes between 15 and twenty minutes. By now I am about ten minutes behind the companies timing schedule.
At the gate a young employee of a third party contractor checks my ID to make sure I’m not an imposter and then I can make my way down the aerobridge. When I do this I meet a direct employee of the Airline who often theatrically looks at their watch or comments on their desire for an on time departure. In one ( unusual) case she actually put her hand on my back and pushed me towards the aircraft in an attempt to speed up my walking pace. They normally have a clipboard and note down the time I board the aircraft where I meet my crew for the first time.
Having been thoroughly trained in the importance of teamwork and leadership I call the crew together to brief the day ahead. This is a major cause of frustration for the gate staff as there is an expectation that boarding will commence as soon as I step foot on the aircraft. Briefing is kept brief, perhaps one minute to ensure everyone is fit ( as per the regs).
Most of the time my crew are happy to come together and the tone is set to relax and go about our jobs at a sensible pace, sometimes, the pressure ( from emails and ground staff) has been too much for them and they are already rushing before the first sector.
Most of the time I get away on time, sometimes I’m a few minutes late.
Conflicting Standard Operating Procedures has been a known hazard for thirty years yet they are alive and well with no attempt to rectify as long as the KPI is OTP.
At the gate a young employee of a third party contractor checks my ID to make sure I’m not an imposter and then I can make my way down the aerobridge. When I do this I meet a direct employee of the Airline who often theatrically looks at their watch or comments on their desire for an on time departure. In one ( unusual) case she actually put her hand on my back and pushed me towards the aircraft in an attempt to speed up my walking pace. They normally have a clipboard and note down the time I board the aircraft where I meet my crew for the first time.
Having been thoroughly trained in the importance of teamwork and leadership I call the crew together to brief the day ahead. This is a major cause of frustration for the gate staff as there is an expectation that boarding will commence as soon as I step foot on the aircraft. Briefing is kept brief, perhaps one minute to ensure everyone is fit ( as per the regs).
Most of the time my crew are happy to come together and the tone is set to relax and go about our jobs at a sensible pace, sometimes, the pressure ( from emails and ground staff) has been too much for them and they are already rushing before the first sector.
Most of the time I get away on time, sometimes I’m a few minutes late.
Conflicting Standard Operating Procedures has been a known hazard for thirty years yet they are alive and well with no attempt to rectify as long as the KPI is OTP.
Join Date: Jul 2014
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Right on the money Berealgetreal.
The issue of excessive NOTAMs was a contributing factor in the KSFO Taxiway OverflightAir Canada Flight 759 incident (NTSB report), a hair's breath away from being the greatest accident in aviation history.
The issue of excessive NOTAMs was a contributing factor in the KSFO Taxiway OverflightAir Canada Flight 759 incident (NTSB report), a hair's breath away from being the greatest accident in aviation history.
Join Date: Jun 2001
Location: Rockytop, Tennessee, USA
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It was indeed a finding of the NTSB investigation. NTSB Chairman Sumwalt is a retired USAir captain.
NTSB chairman Robert Sumwalt called the Notam system in the U.S. “messed up” this week during a hearing on the July 7, 2017 incident at San Francisco International Airport (SFO) in which an Air Canada Airbus A320 nearly landed on a crowded taxiway. The crew mistook the taxiway as their cleared runway—28R—because Runway 28L was closed. The pilots failed to catch that note on page eight of the 27-page list of the SFO Notams.
After acknowledging the “crew didn’t comprehend the Notams,” Sumwalt then read a verbose and complicated entry that limited a portion of a taxiway to aircraft with a wingspan of 214 feet or less. “Why is this even on there?” he asked. “That's what Notams are: they’re a bunch of garbage that no one pays any attention to,” adding that they’re often written in a language that only computer programmers would understand.
Sumwalt also relayed a recent experience he had flying the jumpseat into North Carolina’s Charlotte/Douglas International Airport, saying, “There were pages and pages and pages of Notams, including one for birds in the vicinity of the airport…when are there not birds in the vicinity of an airport?”
After acknowledging the “crew didn’t comprehend the Notams,” Sumwalt then read a verbose and complicated entry that limited a portion of a taxiway to aircraft with a wingspan of 214 feet or less. “Why is this even on there?” he asked. “That's what Notams are: they’re a bunch of garbage that no one pays any attention to,” adding that they’re often written in a language that only computer programmers would understand.
Sumwalt also relayed a recent experience he had flying the jumpseat into North Carolina’s Charlotte/Douglas International Airport, saying, “There were pages and pages and pages of Notams, including one for birds in the vicinity of the airport…when are there not birds in the vicinity of an airport?”
https://www.ainonline.com/aviation-news/business-aviation/2018-09-28/ntsb-chairman-calls-notams-garbage
Originally Posted by Buster Hyman
So, if the airlines had to increase sign on times in order to allow for these 'extensive' NOTAMS, would there be some motivation for the aforementioned airlines to be proactive in this instance?
(Or, is this just as silly as suggesting they cut them down?)
(Or, is this just as silly as suggesting they cut them down?)
Join Date: Apr 2008
Location: australia
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If they were actually concerned about safety, maybe they’d cut the f@#kers down (or at least prune them) instead of issuing bullish!t NOTAMs!
As opposed to PPruning them - like we are here
I would like to know how they got the height of the twigs and leaves to 2 decimal places, when the don't know how far away they are.
I suppose they surveyed them all on a calm wind day...?
I suppose they surveyed them all on a calm wind day...?
