FO / SO authority increase
 

To start the ball rolling:
FO:

• Decide if SO should have decision rights below

SO:

• Decide rest
• Decide if jackets are to be worn
• Decide if hats are on or off

Has Flt Ops really run out of anything useful to do that they need to dream up this crap?

What are you guys (can I still say 'guys') on about? Is there a new NTC?

It would seem that management has suddenly realised (yawn) that the pilot pool experience level is severely depleted when considering future commands/upgrades. So now, it appears, they want line Captains to assist in line training the new generation.......by relinquishing Command authority.
"A greater degree of authority" for F/O's and S/O's - really.
This will be fun!

All India flights to be crewed by FO/SO?

Be careful what you wish for.

While we are at it, how about:

1. Junior staff decide the Directors and Senior Management pay and remuneration?
2. The number and type of new airliners we buy?

"This is the end of CX being a Captain's airline."..........that's funny! When exactly were we a Captains airline and how did this benefit said Captains? Very senior Captains stuck on the freighter whilst FO upgrades on pax fleet?
Directors airline perhaps?

This is not a captain's airline anymore than it is an F/O or S/O's airline...

It is a management's airline. They micromanage every last freaking detail of every aspect of the operation.

But sure, let the SO tell me what rest I'll be taking... That'll be fun.

You couldn't make this crap up..How do people not realize they're humiliating themselves so badly? Can they possibly be THAT stupid??
Don't answer that....

This airline has well and truly "jumped the shark". :ooh:

I will graciously allow the S/O to do the outside check in Toronto next winter.

This reminds me of the time they gave the SO's the 'authority' to not make the bunks. That ended well.....

There better be an associated pay raise cause im not doing more for less than whats in my contract. 20k and above.

I'm not sure how this can be done differently but traditionally, SOs gained more authority and responsibility when they became FOs and FOs gained more authority and responsibility when they became Captains. I don't mean to be disparaging but what else can SOs and FOs do that they don't already do (apart from perhaps the walkround for SOs, as pointed out by STW)?

STP

ISM to 'rock up' at despatch with standby fuel figure.

Soon there will be no one for the ISMs to talk to at dispatch. They already decide when to start work, cycling the seat belts don't seem to have any effect these days

"Management" are so out of touch with the way this Airline works, they probably think they are fine tuning a well oiled machine with this nonsense.
Captains will continue to make decisions in the time-honoured way they always have.

I have heard that SO/FO will be made "officially responsible" for reading and memorising the NOTAMs. The CN will be responsible for picking up said NOTAMs, choosing one randomly by numeral designator and requiring a word perfect regurgitation of the NOTAM.
Any wrong answers will result in CN getting to choose the rest and delegate any sub-par duties to the SO/FO.
Any correct answers will be suitably punished!
TTW

sydneyman,

Do you mean the ISFD?

If yes, then no, that's mine.

The red cup is where I draw the line.

I thought all the water on the aircraft was portable as you carry it everywhere you go?
Guess it must be potable but it would be good to test it to ensure its safe to drink!!

Suggestions:

- talk on the bus is for PF
- pa's for PF sectors
- Captain takes the fat one.

I find that if they fail to notice that I've cycled the seat belts, as their little butts remain glued to their cabin crew seats, that switching the seat belt sign to auto, thereby allowing the pax to make a dash for the bathroom, normally dissolves the glue on their butts and they rapidly spring into life. :E

The ISM releases the cabin crew, not the cockpit crew.

Properly functioning airlines , captains naturally pass on knowledge and asses F/O's capability then allow the F/O to challenge himself . Not sure what's going on here ?

My apology for contaminating this thread with some rationality. I think, the responsibility increase is meant more along the lines of eliminating the FO's cross wind limits for landings or SO's being able to do the outside checks, etc...

Most other major Airlines do not have these restrictions. If that is the case, that would be a good thing for everyone.

Because all command courses are grinding to a hault. lost 3 trainers and more resigning. Maybe SO's can run the next command course for FO's, I think that is the intent of the motion. Chaos is upstairs even though the propaganda machine says everything is fine.:ugh:

Crosswind landing increase?

ADFUS
I know what OPS A says (what exactly do they assess, deck angle, weather?), I'm just pointing out that there are more ISMs that do only start work when the seat belts get turn off for the passengers. Now a TPE flight is a different story, have seen CC work before signs cycled.

"Deck angle"?
Aah me hearties. Right standard rudder heading 270 and watch the deck angle.

My guess is that since 3 man LHR trial failed, they will now go for Capt/FO/2x SO's. Therefore SO will do walk around.

Huge increase in responsibility!

Flt Ops are as busy as they have always been. However there is no shortage of little Gobsh!tes who will do anything to get onto the management ladder and start making friends by coming up with their own pet projects. My money is on a a few new Captains wanting to make a name for themselves.

To be fair, we don't know if anyone else in Flt Ops, other than the author, had any input? Personally, I doubt it.

Increase x-wind limits...!! :eek: Many of them can barely land with 10kts. :ooh:

Then why are they being signed to the line???

...I think you know the answer to that question :ooh:

Are you implying that CX is compromising safety for cheap pilots? Oh, the horror! That's inconceivable. Never at CX...

Werent you once an FO? Why blame the winds...they have to start somewhere dude...

Cxorcist. Are you implying that someone with only 200 hours of 'actual' flying experience can't handle a max ldg wght 777300ER in a 25-38kt gusting crosswind? You sir are of little faith. Personally, I just close my eyes tightly and hang onto the armrests until the end of the controlled crash that usually results (<10kts). I then go and meet my wife and children who i've flown over on BA instead.

Well then Traf. If this is all such a trial for you, the answers in your bailiwick. Just f@ck off. Use BA btw.