the cost of goodwill
Thread Starter
Joined: Aug 2014
Posts: 61
Likes: 0
From: Zimbabwe
the cost of goodwill
Be careful, gents: flaps25 landings, RETI, fuel adjustments... are not up to the individual pilot anymore, they are (wait for the big word)... "Policy".
That's right. Because your goodwill is too expensive!
I particularly like the threat of having my fuel decisions figure on my captain's fuel ranking. (you know, the list where you don't want to be at the bottom 49, no no
)
That's right. Because your goodwill is too expensive!
I particularly like the threat of having my fuel decisions figure on my captain's fuel ranking. (you know, the list where you don't want to be at the bottom 49, no no
)
Joined: May 2008
Posts: 507
Likes: 43
From: US
Brainless robots bound by micromanagement do not make for an efficient operation. Companies trying this inevitably lose vast quantities of money very quickly.
Employees collect their money and go home. Beaten down they don't care anymore about all the neat things they could do to make things better. Their passion and initiative in doing something they loved is crushed. Since simply undoing the maze of bureaucracy takes time and frustration, it's easier to focus one's talents elsewhere like a hobby.
They go strictly by forecast and procedure--even though the forecast will be 16 hours old when they get there and varies wildly with close in alternates. Worried about standing out they don't take needed fuel for taxi delays, weather, or traffic. CFP and CFP only adjusted for ZFW. So they either get low on fuel at the far end or divert and diversions increase. Safety goes down while overall costs go up.
They climb on CFP, Recommended Alt or when the robot tells them "VNAV Step Climb." No more jockeying for position, looking for the best overall altitude down track, analyzing real effects of real time winds and temps, or trying to go higher for a better ride. Just leave the signs on and listen to the box.
They shut down an engine mindlessly on taxi in without regard to passenger comfort, heat, or sinking tarmac. Jets behind them rock and roll with the blast and bread trucks get to enjoy the joy of flight. Passengers wonder why one airline's 777s are always so much hotter than others. Airport managers shake their fists at the green tales and make phone calls.
They go around all the greens on all the dodgy radars just in case rather than processing real information, using experience, and trying to decipher what is actually going on. Fuel burn goes up and diversions increase.
They configure VERY early burning more fuel lest they get into trouble, always take F25, touch down firmer from time to time, and wind up going around when a F30 auto land would have put them safely on deck. Brake wear and temps go up, taxiing takes longer because a turnoff is missed, flights take longer, and safety margins go down on runways that are more slippery than thought. Thinking about things like "will I miss the taxiway I need to get off on if I get a floater" go out the window--surely someone would have thought of this when they wrote the procedure. New guys hammer on the brakes at the last minute when they realize they're still going faster than they thought they were.
ATC doesn't even ask them to call the field anymore; better not to try for the visual and potentially stuff it up highlighting oneself. Nice conservative ILS even on gin clear days.
Folks strive for dwelling in the middle of the pack rather than doing their job as efficiently, safely, and professionally as possible. Being average becomes much more important than being good or great.
Micromanagement is a very bad thing.
Employees collect their money and go home. Beaten down they don't care anymore about all the neat things they could do to make things better. Their passion and initiative in doing something they loved is crushed. Since simply undoing the maze of bureaucracy takes time and frustration, it's easier to focus one's talents elsewhere like a hobby.
They go strictly by forecast and procedure--even though the forecast will be 16 hours old when they get there and varies wildly with close in alternates. Worried about standing out they don't take needed fuel for taxi delays, weather, or traffic. CFP and CFP only adjusted for ZFW. So they either get low on fuel at the far end or divert and diversions increase. Safety goes down while overall costs go up.
They climb on CFP, Recommended Alt or when the robot tells them "VNAV Step Climb." No more jockeying for position, looking for the best overall altitude down track, analyzing real effects of real time winds and temps, or trying to go higher for a better ride. Just leave the signs on and listen to the box.
They shut down an engine mindlessly on taxi in without regard to passenger comfort, heat, or sinking tarmac. Jets behind them rock and roll with the blast and bread trucks get to enjoy the joy of flight. Passengers wonder why one airline's 777s are always so much hotter than others. Airport managers shake their fists at the green tales and make phone calls.
They go around all the greens on all the dodgy radars just in case rather than processing real information, using experience, and trying to decipher what is actually going on. Fuel burn goes up and diversions increase.
They configure VERY early burning more fuel lest they get into trouble, always take F25, touch down firmer from time to time, and wind up going around when a F30 auto land would have put them safely on deck. Brake wear and temps go up, taxiing takes longer because a turnoff is missed, flights take longer, and safety margins go down on runways that are more slippery than thought. Thinking about things like "will I miss the taxiway I need to get off on if I get a floater" go out the window--surely someone would have thought of this when they wrote the procedure. New guys hammer on the brakes at the last minute when they realize they're still going faster than they thought they were.
ATC doesn't even ask them to call the field anymore; better not to try for the visual and potentially stuff it up highlighting oneself. Nice conservative ILS even on gin clear days.
Folks strive for dwelling in the middle of the pack rather than doing their job as efficiently, safely, and professionally as possible. Being average becomes much more important than being good or great.
Micromanagement is a very bad thing.
Last edited by Shep69; 31st August 2014 at 13:35.
Joined: Jun 2001
Posts: 4,369
Likes: 3
From: UK.
Funny old thing: I once asked where I was on the fuel league table. CP looked and said "Second from the bottom!"
No-one had ever mentioned that or pressurised me and, had I not asked, I wouldn't have known.
No-one had ever mentioned that or pressurised me and, had I not asked, I wouldn't have known.
Joined: Jul 2007
Aviation Qualifications: ATP+Mil
Posts: 1,953
Likes: 172
From: with the ex-CX pond scum (a zoologist was once head of Flight Ops)
There has been a regime change, Basil (I am under the impression that you are retired). It's turning into Ryanair.
Joined: May 2009
Posts: 1,060
Likes: 62
From: HKG
I may have missed it but where does it mention we have to move at a snails pace during RETI? FFS it is embarrassing seeing CX aircraft holding others up. Get some fuel down that engine and taxy at an appropriate speed.
