Korean (KAL) is screwing over ex-pats..
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Korean (KAL) is screwing over ex-pats..
I just got this after looking closely into a KAL position for myself. This doesn't bode well for ex-pats looking for work in Korea.
This is long so I will post in two or three parts..
--------------------------------------------------------------------------------------
This report is 8 pages long. It is submitted to inform you of the
corruption involving B-777 `training' by Korean Air and/or a CASA
government official. Please advise all B-777 pilot applicants to
Korean Air that they have a very poor chance of passing a Korean Air
check ride causing a blemish on their professional record.
Korean Air B-777 Dec 3, 2007 training class.
As of April, 2008 the final pass/fail results for our class is:
There is only one pilot that passed his CASA check ride. Only one
pilot remains employed out of six (6) that started in the Dec 3, 2007
B-777 class at Korean Air! Two members of our class had thousands of
previous hours flying the B-777 (they were NOT newly rated) and the
rest of us were highly qualified, but newly rated B-777 Captains.
Every one of us passed ALL of our other Korean Air check rides and
oral examinations and recommendation ride. We passed everything
except for the final CASA check ride. Neither of the previously rated
B-777 pilots passed their check ride. The only one that passed was
newly rated and had been a B-737 Captain. (More background
information regarding my qualifications and flying experience is
outlined below.) The statistics presented in this report should be
very revealing, especially if you consider the fact that most of the
class previous to ours didn't succeed in making it through their check
rides either. I understand that the same CASA inspector conducted
their check rides as well. And the class before that - most of their
pilots failed. For the last three classes in a row, CASA and/or
Korean Air failed all of the pilots except for one or two. Korean Air
refused to give me any details on the exact failure rate and told my
class that those pilots had failed because they lied on their resumes.
That is not consistent with the story that I heard from a very
reliable source or the way myself and others in my class have been
treated. Statistically, anyone should be able to see that something
is very wrong with this process! It is devastating to the pilots that
have invested so much of their time, money and professional reputation
to pursue a job at Korean Air. My intent in this report is to inform
new applicants of the situation at Korean Air before you throw away
your time and money. I also must set the record straight to protect
my professional reputation. I am telling you this so you can hear it
from me personally instead of the "spin" that will surely be put on
the real truth by CASA and Korean Air management. I have no doubt
that they will simply say `[we] were not qualified' and/or did not
live up to Korean Air Standards or didn't follow the POM/FOM. It is
not true! Do not believe it. Here is why:
My credentials: I passed the Korean Air Law Test, the Korean Air Oral
Exam, the Korean Air simulator check ride, the Korean Air ETOPS check
ride, the recommendation ride and the CASA oral exam. I have never
failed a check ride in 34 years of flying. I starting flying Gliders
in 1974 and was flying C-130's in the U.S. Air Force by 1976. I have
flown for 34 years without accidents, incidents or any violations. I
have received awards for flight safety including the Delta Air Lines
2005 Safety Award. I have been an instructor with thousands of hours
of instructor time and I have been a Line Check Pilot. I have more
than 15,000 hours of total flying experience. I have FAA ratings on
the B-777; B-767; B-757; MD88; and L-382 (C-130). I am a graduate of
one of the hardest academic schools in the world, the United States
Air Force Academy. I was employed at Delta Air Lines, Inc. for over
21 years and have flown as Captain for 16 years (including Air Force).
New Hire Status: When Korean Air offered me a conditional job based
upon obtaining the B-777 rating at my own expense, I paid for and
received the B-777 rating from Boeing / Alteon in Seattle , Washington
, USA . I passed all oral examinations and rating rides in the
simulator at Boeing/Alteon in Seattle , Washington . Although it was
a new type rating, I was highly qualified and have been a Captain on
the B-767/ 757 for eight years and have over 7,000 hours of PIC time
at Delta (much more if you include Air Force time). I started ground
school class with Korean Air in Seoul , Korea on December 3, 2007 and
started my Operational Experience (OE) training on February 11th 2008.
"No Notes" and Negative Training: As of March 25, 2008 I have flown 8
trips (16 sectors/legs) with 5 instructors. I have had so many
instructors because I requested an instructor change after the first
four legs and apparently they could not regain continuity in
scheduling with any other instructor. It was necessary for me to
request a replacement of the first instructor and here is why: He
spoke very poor English at best. I just couldn't understand him. It
could have been his frustration in his inability to speak English that
caused him to communicate with me by actually yelling at me, insulting
me and belittling me. He chastised and berated me for not knowing
all HIS flight techniques that are being taught as procedures. I only
understood a small percentage of what he said although his favorite
line was "Do you understand!!?" in a booming voice. No, I didn't
understand. However, I did understand him when he said he couldn't
believe that I had been a Captain for a major airline. Others in my
class complained repeatedly of similar disrespectful comments and
treatment. My final decision to change instructors was made when he
told me I could no longer refer to any of my written notes. He
threatened to have me fired if I referenced them again. He threatened
me with termination for doing what I have always done for 34 years!
Since I had just started my Operational Experience (OE) and since so
many others had been terminated, I had to consider his comment to be a
viable threat. He was a Korean Air Line Check Pilot (LCP). His
unreasonable requirement included my not being able to use the route
study notes that I had written down from the required viewing of the
audio visual route and airport videos (AV Packs). This was a double
standard because he constantly referred to his own notes for
frequencies, PA's etc., etc.. EVERYONE I have ever talked to and
flown with at Korean Air Lines has told me they used their notes to
learn from, fly with, and to survive the arduous memory requirements
of Korean Air training. I have used personal flight notes for 34
years starting in gliders with a knee board to write notes while
flying. The absurdity of his `no notes' concept is - if they wanted
us to memorize everything, then why do we even have electronic
checklists, POM, FOM and PA guides or even the `Airport Analysis
Charts' in the cockpit? Those first four legs (sectors) of my OE were
totally wasted in negative training. At its worst, it was pure
harassment. At its best, every ride was treated as a check ride. It
was constant ridicule with very little instruction. It certainly was
NOT western style training. I knew I would not survive the OE with
this instructor so my only choice was to request an instructor change.
It was a difficult decision to make because I had been told of the
potential dire consequences of requesting an instructor change (due to
the `losing face' issue). That difficult choice was only made after a
lot of consultation. I consulted with Foreign Captain "Advisor to
Line Operations", Al Makdisi. He told me not to use my notes. I also
consulted with Tom Divine, "Advisor Flight Standards and Training" and
many other line pilots.
Each new instructor taught me his own techniques and called them
Korean Air procedures. I complied and faithfully followed those
procedures and documented all the changes in a script that I sent via
email with multiple updates to many other pilots who were starting
training class at Korean Air Lines in order to assist them in getting
a head start before their OE. After studying for months, I knew the
content of the FOM/POM but was not aware of its interpretation or its
application until I was almost finished with my OE since each new
instructor `inspired' constant changes to the techniques and "the
script". Even on my check ride.
The final Check ride:
03/25/08: I received my CASA Check ride by CASA Captain Hwang Sa Sik
#01411234. He is a former senior Korean Air Captain.
Captain Choi Mu Yeol #9005765 was the LCP in the right seat acting as
First officer who was worried for his job. He did not support me
throughout the flight or in the debriefing because he would certainly
fail his next check ride if he spoke on my behalf. He therefore
remained silent while CASA Captain Hwang talked. He apologized to me
for not supporting me after CASA Hwang departed.
I contend that my check ride result was predetermined long before I
left the ground. It was a hoax and a farce. The results had nothing
to do with my performance. CASA Captain Hwang lied about the events.
He fabricated the reasons for failing me on my check ride which I
will discuss later in this report. As far as I am concerned I passed
in every department. I have never failed a check ride in my life and
this was no exception. I admit there were a few debriefing items
(because it is impossible to do all Korean techniques), but absolutely
nothing was unsafe and my landings we picture perfect smooth landings
with cross winds. It is obvious that Captain Hwang, SA-SIK – a CASA
government official, is intentionally failing foreign B-777 pilots on
their check rides. He either has a personal agenda or is being
instructed to fail us by someone at Korean Air. I think he is failing
foreign pilots because he was a former Korean Air Captain himself. He
either has a `bone to pick' with Korean Air due to possible forced
early retirement or is helping his union pilot friends at Korean Air
by keeping the B-777's grounded without foreign captains to fly them.
Maybe he is just trying to ensure Korean Captains upgrade faster than
Foreign Captains. I don't know which answer is correct, but I would
bet my career on the fact that the failure rate of domestic Korean
Captains is nowhere close to the dismal failure rate of foreign
Captains. I think Captain Hwang is intentionally countering the
Korean Air's President Jong-Hee Lee's push to hire more foreign
Captains. His dishonorable actions are both personal and political
and foreign Captains are being caught in the middle as victims who
spent precious time and money pursuing an unachievable dream with
potentially dire consequences to their professional reputation. The
check ride was a hoax and a farce. Korean Air is lending credibility
to this farce by terminating the employment of the foreign Captains
after not passing the CASA check ride. This treatment of Foreign
Captains does not appear to be happening as often on any other fleet.
Everyone else (in my class) on all EXCEPT the B-777 has passed their
check ride – (They probably had other CASA officials as the check
pilot). Don't let Korean Air tell you it was the qualifications of
our B-777 class. All except one in our class were OVER QUALIFIED and
at least as qualified as other foreign Captains on the other fleets
who passed their check rides.
Additional details of the check ride:
Prior to the check ride I had not been given any time for route study
since my oral was less than 24 hours prior to flight. After passing
my oral with a high score, CASA Capt Hwang requested my log book. He
expressed that he wanted to confirm my hours. I told him I did not
have my pilot log book in Korea (except for the Korean Air log book I
had started) and offered to give him a letter the following day from
Delta Air Lines, my former employer, which gave a break down of my
flight time.
On the morning of my check ride I showed up 3 hours prior to push back
time for route study. Captain Choi, the LCP, showed up VERY late and
did not even know a check ride had been scheduled. I was frantic and
only had 15 minutes to brief him before going to the aircraft for the
`Joint Briefing'.
CASA Capt Hwang met us at the aircraft and requested my OE training
record upon arrival. I also presented him with the copy of the letter
from Delta Air Lines. (Early into the flight to Hong Kong , he
actually took my OE training record from me and then proceeded to
reference the FOM as he started writing. Apparently he needed help
from the FOM and my OE training record in developing his reasons for
failing me. It was too early in the check ride to start writing
because at that point, nothing had happened.) It would be impossible
for anyone to maintain an objective and neutral opinion after reading
anyone's OE training record. He is human and would become biased to
look for past weaknesses - even if he saw you do everything right on
your check ride. This biased process would never be allowed in most
ICAO nations.
This is long so I will post in two or three parts..
--------------------------------------------------------------------------------------
This report is 8 pages long. It is submitted to inform you of the
corruption involving B-777 `training' by Korean Air and/or a CASA
government official. Please advise all B-777 pilot applicants to
Korean Air that they have a very poor chance of passing a Korean Air
check ride causing a blemish on their professional record.
Korean Air B-777 Dec 3, 2007 training class.
As of April, 2008 the final pass/fail results for our class is:
There is only one pilot that passed his CASA check ride. Only one
pilot remains employed out of six (6) that started in the Dec 3, 2007
B-777 class at Korean Air! Two members of our class had thousands of
previous hours flying the B-777 (they were NOT newly rated) and the
rest of us were highly qualified, but newly rated B-777 Captains.
Every one of us passed ALL of our other Korean Air check rides and
oral examinations and recommendation ride. We passed everything
except for the final CASA check ride. Neither of the previously rated
B-777 pilots passed their check ride. The only one that passed was
newly rated and had been a B-737 Captain. (More background
information regarding my qualifications and flying experience is
outlined below.) The statistics presented in this report should be
very revealing, especially if you consider the fact that most of the
class previous to ours didn't succeed in making it through their check
rides either. I understand that the same CASA inspector conducted
their check rides as well. And the class before that - most of their
pilots failed. For the last three classes in a row, CASA and/or
Korean Air failed all of the pilots except for one or two. Korean Air
refused to give me any details on the exact failure rate and told my
class that those pilots had failed because they lied on their resumes.
That is not consistent with the story that I heard from a very
reliable source or the way myself and others in my class have been
treated. Statistically, anyone should be able to see that something
is very wrong with this process! It is devastating to the pilots that
have invested so much of their time, money and professional reputation
to pursue a job at Korean Air. My intent in this report is to inform
new applicants of the situation at Korean Air before you throw away
your time and money. I also must set the record straight to protect
my professional reputation. I am telling you this so you can hear it
from me personally instead of the "spin" that will surely be put on
the real truth by CASA and Korean Air management. I have no doubt
that they will simply say `[we] were not qualified' and/or did not
live up to Korean Air Standards or didn't follow the POM/FOM. It is
not true! Do not believe it. Here is why:
My credentials: I passed the Korean Air Law Test, the Korean Air Oral
Exam, the Korean Air simulator check ride, the Korean Air ETOPS check
ride, the recommendation ride and the CASA oral exam. I have never
failed a check ride in 34 years of flying. I starting flying Gliders
in 1974 and was flying C-130's in the U.S. Air Force by 1976. I have
flown for 34 years without accidents, incidents or any violations. I
have received awards for flight safety including the Delta Air Lines
2005 Safety Award. I have been an instructor with thousands of hours
of instructor time and I have been a Line Check Pilot. I have more
than 15,000 hours of total flying experience. I have FAA ratings on
the B-777; B-767; B-757; MD88; and L-382 (C-130). I am a graduate of
one of the hardest academic schools in the world, the United States
Air Force Academy. I was employed at Delta Air Lines, Inc. for over
21 years and have flown as Captain for 16 years (including Air Force).
New Hire Status: When Korean Air offered me a conditional job based
upon obtaining the B-777 rating at my own expense, I paid for and
received the B-777 rating from Boeing / Alteon in Seattle , Washington
, USA . I passed all oral examinations and rating rides in the
simulator at Boeing/Alteon in Seattle , Washington . Although it was
a new type rating, I was highly qualified and have been a Captain on
the B-767/ 757 for eight years and have over 7,000 hours of PIC time
at Delta (much more if you include Air Force time). I started ground
school class with Korean Air in Seoul , Korea on December 3, 2007 and
started my Operational Experience (OE) training on February 11th 2008.
"No Notes" and Negative Training: As of March 25, 2008 I have flown 8
trips (16 sectors/legs) with 5 instructors. I have had so many
instructors because I requested an instructor change after the first
four legs and apparently they could not regain continuity in
scheduling with any other instructor. It was necessary for me to
request a replacement of the first instructor and here is why: He
spoke very poor English at best. I just couldn't understand him. It
could have been his frustration in his inability to speak English that
caused him to communicate with me by actually yelling at me, insulting
me and belittling me. He chastised and berated me for not knowing
all HIS flight techniques that are being taught as procedures. I only
understood a small percentage of what he said although his favorite
line was "Do you understand!!?" in a booming voice. No, I didn't
understand. However, I did understand him when he said he couldn't
believe that I had been a Captain for a major airline. Others in my
class complained repeatedly of similar disrespectful comments and
treatment. My final decision to change instructors was made when he
told me I could no longer refer to any of my written notes. He
threatened to have me fired if I referenced them again. He threatened
me with termination for doing what I have always done for 34 years!
Since I had just started my Operational Experience (OE) and since so
many others had been terminated, I had to consider his comment to be a
viable threat. He was a Korean Air Line Check Pilot (LCP). His
unreasonable requirement included my not being able to use the route
study notes that I had written down from the required viewing of the
audio visual route and airport videos (AV Packs). This was a double
standard because he constantly referred to his own notes for
frequencies, PA's etc., etc.. EVERYONE I have ever talked to and
flown with at Korean Air Lines has told me they used their notes to
learn from, fly with, and to survive the arduous memory requirements
of Korean Air training. I have used personal flight notes for 34
years starting in gliders with a knee board to write notes while
flying. The absurdity of his `no notes' concept is - if they wanted
us to memorize everything, then why do we even have electronic
checklists, POM, FOM and PA guides or even the `Airport Analysis
Charts' in the cockpit? Those first four legs (sectors) of my OE were
totally wasted in negative training. At its worst, it was pure
harassment. At its best, every ride was treated as a check ride. It
was constant ridicule with very little instruction. It certainly was
NOT western style training. I knew I would not survive the OE with
this instructor so my only choice was to request an instructor change.
It was a difficult decision to make because I had been told of the
potential dire consequences of requesting an instructor change (due to
the `losing face' issue). That difficult choice was only made after a
lot of consultation. I consulted with Foreign Captain "Advisor to
Line Operations", Al Makdisi. He told me not to use my notes. I also
consulted with Tom Divine, "Advisor Flight Standards and Training" and
many other line pilots.
Each new instructor taught me his own techniques and called them
Korean Air procedures. I complied and faithfully followed those
procedures and documented all the changes in a script that I sent via
email with multiple updates to many other pilots who were starting
training class at Korean Air Lines in order to assist them in getting
a head start before their OE. After studying for months, I knew the
content of the FOM/POM but was not aware of its interpretation or its
application until I was almost finished with my OE since each new
instructor `inspired' constant changes to the techniques and "the
script". Even on my check ride.
The final Check ride:
03/25/08: I received my CASA Check ride by CASA Captain Hwang Sa Sik
#01411234. He is a former senior Korean Air Captain.
Captain Choi Mu Yeol #9005765 was the LCP in the right seat acting as
First officer who was worried for his job. He did not support me
throughout the flight or in the debriefing because he would certainly
fail his next check ride if he spoke on my behalf. He therefore
remained silent while CASA Captain Hwang talked. He apologized to me
for not supporting me after CASA Hwang departed.
I contend that my check ride result was predetermined long before I
left the ground. It was a hoax and a farce. The results had nothing
to do with my performance. CASA Captain Hwang lied about the events.
He fabricated the reasons for failing me on my check ride which I
will discuss later in this report. As far as I am concerned I passed
in every department. I have never failed a check ride in my life and
this was no exception. I admit there were a few debriefing items
(because it is impossible to do all Korean techniques), but absolutely
nothing was unsafe and my landings we picture perfect smooth landings
with cross winds. It is obvious that Captain Hwang, SA-SIK – a CASA
government official, is intentionally failing foreign B-777 pilots on
their check rides. He either has a personal agenda or is being
instructed to fail us by someone at Korean Air. I think he is failing
foreign pilots because he was a former Korean Air Captain himself. He
either has a `bone to pick' with Korean Air due to possible forced
early retirement or is helping his union pilot friends at Korean Air
by keeping the B-777's grounded without foreign captains to fly them.
Maybe he is just trying to ensure Korean Captains upgrade faster than
Foreign Captains. I don't know which answer is correct, but I would
bet my career on the fact that the failure rate of domestic Korean
Captains is nowhere close to the dismal failure rate of foreign
Captains. I think Captain Hwang is intentionally countering the
Korean Air's President Jong-Hee Lee's push to hire more foreign
Captains. His dishonorable actions are both personal and political
and foreign Captains are being caught in the middle as victims who
spent precious time and money pursuing an unachievable dream with
potentially dire consequences to their professional reputation. The
check ride was a hoax and a farce. Korean Air is lending credibility
to this farce by terminating the employment of the foreign Captains
after not passing the CASA check ride. This treatment of Foreign
Captains does not appear to be happening as often on any other fleet.
Everyone else (in my class) on all EXCEPT the B-777 has passed their
check ride – (They probably had other CASA officials as the check
pilot). Don't let Korean Air tell you it was the qualifications of
our B-777 class. All except one in our class were OVER QUALIFIED and
at least as qualified as other foreign Captains on the other fleets
who passed their check rides.
Additional details of the check ride:
Prior to the check ride I had not been given any time for route study
since my oral was less than 24 hours prior to flight. After passing
my oral with a high score, CASA Capt Hwang requested my log book. He
expressed that he wanted to confirm my hours. I told him I did not
have my pilot log book in Korea (except for the Korean Air log book I
had started) and offered to give him a letter the following day from
Delta Air Lines, my former employer, which gave a break down of my
flight time.
On the morning of my check ride I showed up 3 hours prior to push back
time for route study. Captain Choi, the LCP, showed up VERY late and
did not even know a check ride had been scheduled. I was frantic and
only had 15 minutes to brief him before going to the aircraft for the
`Joint Briefing'.
CASA Capt Hwang met us at the aircraft and requested my OE training
record upon arrival. I also presented him with the copy of the letter
from Delta Air Lines. (Early into the flight to Hong Kong , he
actually took my OE training record from me and then proceeded to
reference the FOM as he started writing. Apparently he needed help
from the FOM and my OE training record in developing his reasons for
failing me. It was too early in the check ride to start writing
because at that point, nothing had happened.) It would be impossible
for anyone to maintain an objective and neutral opinion after reading
anyone's OE training record. He is human and would become biased to
look for past weaknesses - even if he saw you do everything right on
your check ride. This biased process would never be allowed in most
ICAO nations.
Thread Starter
Join Date: Jan 2007
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At the end of a very long day, according to CASA Captain HWANG SA SIK,
a previous 30 year Korean Air Captain, I failed my check ride. I do
not accept his appraisal and am insulted by his masquerade of
fairness. His business card has the audacity to display "Trust
Builder" in its title. This CASA official lied and exaggerated events
regarding many of the events of my flight. Because of this action he
is corrupt and is involved in an unknown personal agenda. Why did he
do this? Maybe he was forced to retire from Korean Air at an early
age and this is a grudge. Maybe he is still sympathetic to the union
activities at Korean Air. Since everyone else on all the other fleets
passed their check ride, the results of the B-777 are too unusual and
suspicious to ignore. Statistically, if the check ride was a fair and
unbiased evaluation, it would be impossible that most Foreign Captains
fail the check ride from the same CASA Hwang. Grounding the B-777's
because there are not enough pilots to fly them is a more likely
scenario and certain to make a statement. CASA Hwang graded me on
techniques that he insisted were procedures. I will go into the
details later in this report. As you know, there are no more second
chances after your Operational Experience (OE) 12 + 4 sectors. There
are no more training rides given and since there is only one CASA
pilot giving the check rides on this aircraft, chances of a successful
recheck would be infinitesimally small. Based on Korean Air past
practice, most pilots have been fired after failing the check ride and
attending the obligatory/compulsory meeting. Excellent pilots have
been cheated by CASA and KOREAN Air and sent home after 4 months of
extremely hard work. Needless to say, I was angry at the result but
not shocked! I knew the chances of success were slim based on the
statistical results of the previous two B-777 classes. You shouldn't
expect to pass if statistically only one in your class will make the
grade. However, I have never failed a check ride in my 30 years of
flying and in my opinion; this should have been no exception. I will
admit it wasn't perfect by Korea Air Standards, but, as all of you
know from your own experience, how could it be? Many standards are an
unknown moving target. For instance, have you seen check ride
criteria from CASA? Does it exist? If it does exist, does it live up
to the farcical written English standard of the CASA Korean Air Law
test? Could it be read and understood by the person taking the check
ride? No standards were briefed to me by CASA and he certainly did
not live up to mine. The pilot world should know of this corruption
before wasting their time and effort in Korea .
In the spirit of trying to do my best, I tried to brief endlessly and
never stopped saying "check" in meaningless fashion. In the end it
didn't count because CASA says I failed and that is all that matters
in Korea . There were no safety issues on my check ride, although
according to CASA he tried very hard to create some by making up a
story about me turning on the wrong taxi way in Hong Kong (although I
wrote the instructions down and it was verbally verified correct by
the LCP in the right seat). I've been taxing for 34 years and even if
it did happen, (which it did not), it would have been a NON-EVENT.
There were no other airplanes on the taxiway and we were not involved
with crossing any runways or creating a traffic conflict. He CREATED
the story to fail me. He created even more stories that night AFTER
my debriefing was finished in order to solidify his position in his
report - which was written in Korean. I have no doubt he would have
created more if needed. He harassed me from the minute I got into the
cockpit in Incheon airport with questions (I had taken the oral less
than 24 hours earlier - the calendar day prior) and even on several
occasions commanded that I take certain action during the flight which
I can't find in any book anywhere. I have been surprised on every KAL
flight with something new and different so I took it all in stride
hoping that at the end of the day he would still be reasonable and I
would become a Korean Air pilot. I maintained my composure and
temperament until the end of the check ride debriefing following the
two flights. At the end of the day I was mistaken. Reason and sanity
did not prevail.
CASA Hwang intentionally and selectively neglected standard
procedures. He had total disregard for cockpit security by freely
opening and closing the cockpit door in flight without following the
established procedures in the FOM. He did not follow the security
procedures briefed by me during the Joint Briefing. He also said we
didn't have to put on our oxygen masks when going to the bathroom even
though we were at FL 360. He said we could eat at the same time
(which I didn't), anyway, you get the picture. He followed the rules
HE wanted to follow and disregarded those that didn't suit him. He
violated MANY Korean Air procedures….. and then he had the nerve to
grade ME poorly.
He fabricated the facts - blatantly lied, and even added things to my
check ride form after he left the room. OE Chief Pilot Captain Kang
met with me two days later and read to me the new items. For
instance, I couldn't believe that CASA Hwang had added that I didn't
do one of the checklists. Absolutely incredible! He had not
mentioned that to me on the day of the check ride. I know for a fact
that I called for every checklist. (I did call for the climb
checklist 1000' too early passing transition altitude (9000' and
climbing at 2500'/min out of Hong Kong ), but it was NOT forgotten. I
guess he must have realized that there wasn't enough bad stuff on the
original evaluation to justify failing me so he just added some more
lies. I couldn't read the form since it was in Korean. It wouldn't
matter anyway. I asked both CASA Captain Hwang and OE Chief Pilot
Captain Kang for the voice tapes from the aircraft (if available), and
Hong Kong ground control. They refused.
CASA Hwang summed it up best in the debriefing following my check
ride. After I had objected to his statements that had no basis of
truth he said: "They are true! I am CASA". Spoken loudly as if he
were GOD.
I am sending this report to you so you can hear it from me personally
instead of the "spin" that will surely be put on their version of the
truth by CASA and Korean Air. I doubt that Korean Air Management will
ever hear my version. I have no doubt that they will simply repeat
their standard answer to those that ask. Their standard answer is
what Korean Air said about the previous classes poor success rate when
we said we were concerned…they said "they were not qualified" and "did
not live up to Korean Air Standards". I don't understand why they
behave in this manner! Why would they fail almost everyone going
through a program? I won't go into politics and the potential labor
issues that surround the parking of the new B-777 aircraft while
foreign pilots are being trained - instead of Korean pilots. Parking
airplanes carries a lot of leverage and sends a strong message for
those that are listening.
Regarding techniques taught as "procedures": On my check ride I
learned of even more techniques that were taught as "procedures".
These were procedures that I had never heard of from my FIVE previous
Korean Air instructors. For instance:
1. FLAPS: On initial approach to Incheon Rwy 33R, in a critical
phase of flight, I learned you can't go from flaps UP directly to 5
degrees (skipping flaps 1), even if your airspeed allows it.
According to CASA you CAN'T select flaps 1 until you have SLOWED to
clean speed - in spite of the fact that Boeing allows it, and in spite
of the fact that I was approximately 6 miles from the FAF and ATC had
required me to maintain 230 kts to close a space in front of me. I
was already trying to slow down, I was descending ON GLIDE PATH WITH
FULL SPEED BRAKES and ATC had given me an overshooting turn across
final. I was trying to correct back to Localizer. During this same
time the CASA checker was verbally chastising me (below 10,000 sterile
cockpit) for calling flaps 5; I was thinking about "stabilized
approach criteria", FOQA, and CHECK RIDE all at the same time. I got
the aircraft stabilized by lowering the gear and going to flaps 20
after having to demand it, and trying to get the checklist completed
while they both were commenting in Korean (probably about my non
standard command for flaps) (no sterile cockpit below 10,000). I
should have just gone around for needless breach of sterile cockpit
rules below 10,000 and the unsafe distraction from the more important
task at hand. However, I also realized that if I had done a go
around, it would have been another reason for failing me on my check
ride. I know flying is dynamic. You MUST be able to adjust to the
situation you find yourself in and not be confined by some artificial
classroom flight technique being taught as procedure that have
absolutely no basis of reason from Boeing, (the manufacturer), nor are
those techniques based on logical or sound aerodynamic principals in
general, given the circumstances and phase of flight I was in.
Sometimes you need to look at the bigger picture. We only had 15
minutes of holding fuel. The next approach would have been minimum fuel.
2. TURBULENCE: I also found out that it is a procedure for LIGHT
turbulence that you must speed intervene and go to Mach .82. I just
thought that was for something more serious such as moderate
turbulence when your airspeed might actually be affected; I have
done plenty of speed interventions in my time, but never for light
turbulence. I had already placed the seat belt light on before they
said anything. CASA intervened and insisted I use `speed
intervention'. Five to Ten minutes after CASA intervened to tell me
to select Speed Intervention the turbulence did eventually increase to
moderate. It could have just as easily disappeared. I would have
selected Speed Intervention at heavy light chop but was not afforded
the opportunity. Pilot discretion with CASA Hwang was non existent.
3. BRIEFINGs: As though Korean Air needs more briefings and cockpit
chatter…. According to CASA Hwang I also didn't know that I was
supposed to brief the SMGS part of the 10-1P in Hong Kong . The
weather was CAVOK. CASA said I was supposed to brief the part about
the voluntary test program regarding the transponder being turned on.
He had a lengthy conversation about how it was negligent to omit this
fact. The fact is, the transponder was `on' the whole time we were on
the ground. As far as I know it is a test program and is not
mandatory. I may have missed briefing this on the departure although
I thought I had briefed leaving the transponder on during the arrival
briefing only an hour prior. It was in my notes.
4. TAXI at HONG KONG : My English is good. I am a native English
speaker. The taxi instructions were verified by LCP Captain Choi. No
other aircraft were on the taxiway going to 07R. Many hold short
instructions were given, then canceled and verified by us. CASA Hwang
said we went down the wrong taxi way because he thought he heard
ground control say we needed to change to another taxi way. I asked
them to get the voice tapes from Hong Kong if they thought this `non
critical event' was the reason for failing me on my check ride.
5. FATIGUE: CASA required me to do the walk around and the cockpit
FMC preparation with no time for rest. It was a 12 hour day with me
doing everything. EVERYTHING. Every minute was consumed with
updating the heading bug or some other `make work' event. It was not
a test of knowledge or your ability to fly an aircraft safely. It was
an ENDURANCE test. I am 56 years old. It would have been nice to
have been able to relax for a few minutes and collect my thoughts as
they were doing. Both CASA and the LCP had a break. No one works as
hard as I worked - even on an ocean crossing your maximum on duty time
is much less than 12 straight hours. The LCP did nothing too help.
He didn't even start the APU at the gate as though they were trying to
catch me unprepared for push back. (I caught the omission). I had to
command everything. I thought Boeing had designed this aircraft as a
two pilot aircraft. It was designed and built to require two
qualified pilots with the same objective to fly it. Not just a
captain trying to do everything by himself while the other one was
trying to resist and create an environment for mistakes. That would
be mutiny. Was he briefed to do this by CASA or does he do this on
every check ride? The conditions being created were unrealistic,
unsafe and unfair. I have never had a check ride like this in my life
anywhere. The goal of a check ride should be to fly safely to your
destination and assess the pilot's ability while doing it. I have
been an instructor and check airman for more than 3000 hours. I
learned very early in my career that as an instructor you can easily
create a situation which could cause a pilot to fail his check just by
distracting him from the task at hand. This is exactly what CASA
Hwang was doing. This check ride was the most bizarre sham I have ever
been through. It was not a legitimate evaluation.
Back Dating my TERMINATION: I attended a scheduled meeting on March
27, 2008 at 9:30 a.m. with OE Korean Air Chief Pilot Capt Kang.
Following the meeting he said they would have another meeting to
decide my fate. As soon as I walked out of the room with Capt Kang,
the man from administration, Mr. Shin met me and said he needed to
"out process" me. That was a quick meeting! Captain Kang already
knew I was terminated and still he told me that the decision had not
been made yet. It was a lie. "Saving face" must be a euphemism for
liars. Shin told me that they had terminated my contract effective
March 25th. How could that be? I was flying to Hong Kong on March
25th. After my CASA debriefing I was told by LCP Choi to go to the
meeting with Capt Kang on March 27. I even checked my schedule for
changes. There is a record of that. When Mr. Shin told me my
contract was canceled as of March 25, I told them that my contract was
still in force until I left Korea and that they would need to pay me
until March 28th, 2008 when I was scheduled to leave because I was
directed to turn in my uniforms and do other company business up until
the time I left Korea. I also told them they owed me per diem for
those days. When I said I was still an employee on those dates, he
corrected me and said I had never been an employee. He told me on two
separate occasions that I was a CONTRACT WORKER, NOT a Korean Air
employee. I also found out that they had refused to process my free
positive space business class passes from Korean Air that I am
rightfully entitled to since I was still employed at the time of the
request and those tickets are part of the agreement. They also
refused to process other ZED pass requests that I had put in on the
day of my check ride while I was still employed. I earned them the
hard way. I asked for 4 round trip tickets to Bangkok for my family
Eileen, Amelia and myself from Atlanta , Georgia and Mitchell (my son)
from San Francisco , CA . I expect to get them as well as the ZED
tickets that were requested - or be paid for their value. They
shouldn't be able to get out of this by "back dating" my employment.
I went to the Executive Offices: When Mr. Shin told me I had to `out
process' (after Captain Kong had said a decision had NOT been made and
that there would be a meeting) I felt so betrayed by their lies and
was so convinced the whole process was a sham that I immediately left
the room, walked down the hall and went straight up to the Executive
offices of Korean Air on the 7th Floor (above the medical clinic).
Someone at the top of this organization needs to know what is going on
in the Operations department. I went into the first executive office
on the right and told the gentleman in the office that I had an
emergency and I needed to speak with him. (I think he was the V.P. of
Human Resources although I did not get his name). I told him about
the corruption at CASA and the lies that CASA was telling in order to
fail pilots on their check rides. I used the failure rate on the
B-777 as proof that there was a clandestine plan to keep the B-777's
`parked'. After I delivered my message I was personally escorted from
his office back to operations to see Captain Lee. I intentionally did
not start with Captain Lee because the problem is under his control.
I went into his office and Captain Lee and his managers gathered
around me. As I told them the same details I had discussed in the
Executive Offices, some of his managers were laughing at me as though
my details were some kind of joke. I objected, which made them laugh
more. It seemed as though they took personal pleasure at my
irritation. Maybe they were just nervous about the facts.
SUMMARY: I have never studied so hard in all my life and come up so
short on anyone's performance expectations. I DON'T HAVE ANY PROBLEMS
FLYING THE AIRCRAFT. My problems stem from having to learn new
techniques that are being taught as procedures just to satisfy every
new instructor. They are techniques that have nothing to do with
operating an aircraft safely. I tried very hard. I stayed in my room
studying for 4 months straight trying to learn method # 1—49 wrong
ways. I didn't watch TV, or party. All I did was study and chair
fly. After the unfairness of my check ride I can only arrive at one
conclusion. CASA and the operations department is part of the
problem. I am not. Myself and the rest of my class that are no
longer at Korean Air tried our best to be part of the solution. From
my perspective, and the perspective of many others, you are risking
your professional reputation by accepting a position at Korean Air.
Misc Notes:
* As a Delta pilot for 22 years, Korean Air procedures bear very
little resemblance to Delta Procedures. They are completely
different. Even their FOM and POM bears little resemblance. For
instance, Delta Pilots only repeat critical changes to FMA status such
as "LOC capture", "Land 3" etc. and otherwise maintain a quiet sterile
cockpit concept below 10,000'. The constant Korean Air callouts of
FMA changes and constant cockpit response chatter such as "check" are
a distraction from flying. This breaches the quiet cockpit concept
and causes missed radio calls and jeopardize safety. There is
entirely too much cockpit chatter below 10,000. This is a very big
problem at Korean Air and a safety issue. I can hardly hear ATC
instructions over the F/O's chant of FMA changes and my required
responses of saying "check". It is very distracting.
* Fatigue. I worked too hard being required to do everything
(alone) for a 12 hour day.
* Techniques taught as procedure: (Example: constant update of
the heading bug – even to one degree.) You can't be expected to know
techniques without training.
* There is severely inadequate training at Korean Air. English
instructors are needed.
* Needless callouts for everything imaginable. "Check" is
overused and meaningless.
* Endless briefings of questionable value.
* Constant, needless ATIS updates.
* Required to MEMORIZE the POM, FOM, when it says in those books
that the only memory items should be Recall items and limitations.
* Requiring the Captain to do the F/O job of loading the FMC and
loading it with much more than required by Boeing - and then do the
walk around as well. Doing the Captains job as well as the first
officer's job – what is the point of this?
* Not abiding by FOM cockpit security rules and regulations.
* Not abiding by FOM oxygen requirements when one pilot leaves the
cockpit.
* Not abiding by FOM avoiding eating at the same time requirements.
* Treating every waypoint as compulsory.
* Korean Air spent time trying to build loyalty to their company
with the initial indoctrination program and then caused distrust and
even anger with the way we were treated in OE. All foreign Captains
can see what is happening to these pilots. Poor treatment by Korean
Air treatment instills mistrust and disdain in their workforce.
Blue Skies and good luck
a previous 30 year Korean Air Captain, I failed my check ride. I do
not accept his appraisal and am insulted by his masquerade of
fairness. His business card has the audacity to display "Trust
Builder" in its title. This CASA official lied and exaggerated events
regarding many of the events of my flight. Because of this action he
is corrupt and is involved in an unknown personal agenda. Why did he
do this? Maybe he was forced to retire from Korean Air at an early
age and this is a grudge. Maybe he is still sympathetic to the union
activities at Korean Air. Since everyone else on all the other fleets
passed their check ride, the results of the B-777 are too unusual and
suspicious to ignore. Statistically, if the check ride was a fair and
unbiased evaluation, it would be impossible that most Foreign Captains
fail the check ride from the same CASA Hwang. Grounding the B-777's
because there are not enough pilots to fly them is a more likely
scenario and certain to make a statement. CASA Hwang graded me on
techniques that he insisted were procedures. I will go into the
details later in this report. As you know, there are no more second
chances after your Operational Experience (OE) 12 + 4 sectors. There
are no more training rides given and since there is only one CASA
pilot giving the check rides on this aircraft, chances of a successful
recheck would be infinitesimally small. Based on Korean Air past
practice, most pilots have been fired after failing the check ride and
attending the obligatory/compulsory meeting. Excellent pilots have
been cheated by CASA and KOREAN Air and sent home after 4 months of
extremely hard work. Needless to say, I was angry at the result but
not shocked! I knew the chances of success were slim based on the
statistical results of the previous two B-777 classes. You shouldn't
expect to pass if statistically only one in your class will make the
grade. However, I have never failed a check ride in my 30 years of
flying and in my opinion; this should have been no exception. I will
admit it wasn't perfect by Korea Air Standards, but, as all of you
know from your own experience, how could it be? Many standards are an
unknown moving target. For instance, have you seen check ride
criteria from CASA? Does it exist? If it does exist, does it live up
to the farcical written English standard of the CASA Korean Air Law
test? Could it be read and understood by the person taking the check
ride? No standards were briefed to me by CASA and he certainly did
not live up to mine. The pilot world should know of this corruption
before wasting their time and effort in Korea .
In the spirit of trying to do my best, I tried to brief endlessly and
never stopped saying "check" in meaningless fashion. In the end it
didn't count because CASA says I failed and that is all that matters
in Korea . There were no safety issues on my check ride, although
according to CASA he tried very hard to create some by making up a
story about me turning on the wrong taxi way in Hong Kong (although I
wrote the instructions down and it was verbally verified correct by
the LCP in the right seat). I've been taxing for 34 years and even if
it did happen, (which it did not), it would have been a NON-EVENT.
There were no other airplanes on the taxiway and we were not involved
with crossing any runways or creating a traffic conflict. He CREATED
the story to fail me. He created even more stories that night AFTER
my debriefing was finished in order to solidify his position in his
report - which was written in Korean. I have no doubt he would have
created more if needed. He harassed me from the minute I got into the
cockpit in Incheon airport with questions (I had taken the oral less
than 24 hours earlier - the calendar day prior) and even on several
occasions commanded that I take certain action during the flight which
I can't find in any book anywhere. I have been surprised on every KAL
flight with something new and different so I took it all in stride
hoping that at the end of the day he would still be reasonable and I
would become a Korean Air pilot. I maintained my composure and
temperament until the end of the check ride debriefing following the
two flights. At the end of the day I was mistaken. Reason and sanity
did not prevail.
CASA Hwang intentionally and selectively neglected standard
procedures. He had total disregard for cockpit security by freely
opening and closing the cockpit door in flight without following the
established procedures in the FOM. He did not follow the security
procedures briefed by me during the Joint Briefing. He also said we
didn't have to put on our oxygen masks when going to the bathroom even
though we were at FL 360. He said we could eat at the same time
(which I didn't), anyway, you get the picture. He followed the rules
HE wanted to follow and disregarded those that didn't suit him. He
violated MANY Korean Air procedures….. and then he had the nerve to
grade ME poorly.
He fabricated the facts - blatantly lied, and even added things to my
check ride form after he left the room. OE Chief Pilot Captain Kang
met with me two days later and read to me the new items. For
instance, I couldn't believe that CASA Hwang had added that I didn't
do one of the checklists. Absolutely incredible! He had not
mentioned that to me on the day of the check ride. I know for a fact
that I called for every checklist. (I did call for the climb
checklist 1000' too early passing transition altitude (9000' and
climbing at 2500'/min out of Hong Kong ), but it was NOT forgotten. I
guess he must have realized that there wasn't enough bad stuff on the
original evaluation to justify failing me so he just added some more
lies. I couldn't read the form since it was in Korean. It wouldn't
matter anyway. I asked both CASA Captain Hwang and OE Chief Pilot
Captain Kang for the voice tapes from the aircraft (if available), and
Hong Kong ground control. They refused.
CASA Hwang summed it up best in the debriefing following my check
ride. After I had objected to his statements that had no basis of
truth he said: "They are true! I am CASA". Spoken loudly as if he
were GOD.
I am sending this report to you so you can hear it from me personally
instead of the "spin" that will surely be put on their version of the
truth by CASA and Korean Air. I doubt that Korean Air Management will
ever hear my version. I have no doubt that they will simply repeat
their standard answer to those that ask. Their standard answer is
what Korean Air said about the previous classes poor success rate when
we said we were concerned…they said "they were not qualified" and "did
not live up to Korean Air Standards". I don't understand why they
behave in this manner! Why would they fail almost everyone going
through a program? I won't go into politics and the potential labor
issues that surround the parking of the new B-777 aircraft while
foreign pilots are being trained - instead of Korean pilots. Parking
airplanes carries a lot of leverage and sends a strong message for
those that are listening.
Regarding techniques taught as "procedures": On my check ride I
learned of even more techniques that were taught as "procedures".
These were procedures that I had never heard of from my FIVE previous
Korean Air instructors. For instance:
1. FLAPS: On initial approach to Incheon Rwy 33R, in a critical
phase of flight, I learned you can't go from flaps UP directly to 5
degrees (skipping flaps 1), even if your airspeed allows it.
According to CASA you CAN'T select flaps 1 until you have SLOWED to
clean speed - in spite of the fact that Boeing allows it, and in spite
of the fact that I was approximately 6 miles from the FAF and ATC had
required me to maintain 230 kts to close a space in front of me. I
was already trying to slow down, I was descending ON GLIDE PATH WITH
FULL SPEED BRAKES and ATC had given me an overshooting turn across
final. I was trying to correct back to Localizer. During this same
time the CASA checker was verbally chastising me (below 10,000 sterile
cockpit) for calling flaps 5; I was thinking about "stabilized
approach criteria", FOQA, and CHECK RIDE all at the same time. I got
the aircraft stabilized by lowering the gear and going to flaps 20
after having to demand it, and trying to get the checklist completed
while they both were commenting in Korean (probably about my non
standard command for flaps) (no sterile cockpit below 10,000). I
should have just gone around for needless breach of sterile cockpit
rules below 10,000 and the unsafe distraction from the more important
task at hand. However, I also realized that if I had done a go
around, it would have been another reason for failing me on my check
ride. I know flying is dynamic. You MUST be able to adjust to the
situation you find yourself in and not be confined by some artificial
classroom flight technique being taught as procedure that have
absolutely no basis of reason from Boeing, (the manufacturer), nor are
those techniques based on logical or sound aerodynamic principals in
general, given the circumstances and phase of flight I was in.
Sometimes you need to look at the bigger picture. We only had 15
minutes of holding fuel. The next approach would have been minimum fuel.
2. TURBULENCE: I also found out that it is a procedure for LIGHT
turbulence that you must speed intervene and go to Mach .82. I just
thought that was for something more serious such as moderate
turbulence when your airspeed might actually be affected; I have
done plenty of speed interventions in my time, but never for light
turbulence. I had already placed the seat belt light on before they
said anything. CASA intervened and insisted I use `speed
intervention'. Five to Ten minutes after CASA intervened to tell me
to select Speed Intervention the turbulence did eventually increase to
moderate. It could have just as easily disappeared. I would have
selected Speed Intervention at heavy light chop but was not afforded
the opportunity. Pilot discretion with CASA Hwang was non existent.
3. BRIEFINGs: As though Korean Air needs more briefings and cockpit
chatter…. According to CASA Hwang I also didn't know that I was
supposed to brief the SMGS part of the 10-1P in Hong Kong . The
weather was CAVOK. CASA said I was supposed to brief the part about
the voluntary test program regarding the transponder being turned on.
He had a lengthy conversation about how it was negligent to omit this
fact. The fact is, the transponder was `on' the whole time we were on
the ground. As far as I know it is a test program and is not
mandatory. I may have missed briefing this on the departure although
I thought I had briefed leaving the transponder on during the arrival
briefing only an hour prior. It was in my notes.
4. TAXI at HONG KONG : My English is good. I am a native English
speaker. The taxi instructions were verified by LCP Captain Choi. No
other aircraft were on the taxiway going to 07R. Many hold short
instructions were given, then canceled and verified by us. CASA Hwang
said we went down the wrong taxi way because he thought he heard
ground control say we needed to change to another taxi way. I asked
them to get the voice tapes from Hong Kong if they thought this `non
critical event' was the reason for failing me on my check ride.
5. FATIGUE: CASA required me to do the walk around and the cockpit
FMC preparation with no time for rest. It was a 12 hour day with me
doing everything. EVERYTHING. Every minute was consumed with
updating the heading bug or some other `make work' event. It was not
a test of knowledge or your ability to fly an aircraft safely. It was
an ENDURANCE test. I am 56 years old. It would have been nice to
have been able to relax for a few minutes and collect my thoughts as
they were doing. Both CASA and the LCP had a break. No one works as
hard as I worked - even on an ocean crossing your maximum on duty time
is much less than 12 straight hours. The LCP did nothing too help.
He didn't even start the APU at the gate as though they were trying to
catch me unprepared for push back. (I caught the omission). I had to
command everything. I thought Boeing had designed this aircraft as a
two pilot aircraft. It was designed and built to require two
qualified pilots with the same objective to fly it. Not just a
captain trying to do everything by himself while the other one was
trying to resist and create an environment for mistakes. That would
be mutiny. Was he briefed to do this by CASA or does he do this on
every check ride? The conditions being created were unrealistic,
unsafe and unfair. I have never had a check ride like this in my life
anywhere. The goal of a check ride should be to fly safely to your
destination and assess the pilot's ability while doing it. I have
been an instructor and check airman for more than 3000 hours. I
learned very early in my career that as an instructor you can easily
create a situation which could cause a pilot to fail his check just by
distracting him from the task at hand. This is exactly what CASA
Hwang was doing. This check ride was the most bizarre sham I have ever
been through. It was not a legitimate evaluation.
Back Dating my TERMINATION: I attended a scheduled meeting on March
27, 2008 at 9:30 a.m. with OE Korean Air Chief Pilot Capt Kang.
Following the meeting he said they would have another meeting to
decide my fate. As soon as I walked out of the room with Capt Kang,
the man from administration, Mr. Shin met me and said he needed to
"out process" me. That was a quick meeting! Captain Kang already
knew I was terminated and still he told me that the decision had not
been made yet. It was a lie. "Saving face" must be a euphemism for
liars. Shin told me that they had terminated my contract effective
March 25th. How could that be? I was flying to Hong Kong on March
25th. After my CASA debriefing I was told by LCP Choi to go to the
meeting with Capt Kang on March 27. I even checked my schedule for
changes. There is a record of that. When Mr. Shin told me my
contract was canceled as of March 25, I told them that my contract was
still in force until I left Korea and that they would need to pay me
until March 28th, 2008 when I was scheduled to leave because I was
directed to turn in my uniforms and do other company business up until
the time I left Korea. I also told them they owed me per diem for
those days. When I said I was still an employee on those dates, he
corrected me and said I had never been an employee. He told me on two
separate occasions that I was a CONTRACT WORKER, NOT a Korean Air
employee. I also found out that they had refused to process my free
positive space business class passes from Korean Air that I am
rightfully entitled to since I was still employed at the time of the
request and those tickets are part of the agreement. They also
refused to process other ZED pass requests that I had put in on the
day of my check ride while I was still employed. I earned them the
hard way. I asked for 4 round trip tickets to Bangkok for my family
Eileen, Amelia and myself from Atlanta , Georgia and Mitchell (my son)
from San Francisco , CA . I expect to get them as well as the ZED
tickets that were requested - or be paid for their value. They
shouldn't be able to get out of this by "back dating" my employment.
I went to the Executive Offices: When Mr. Shin told me I had to `out
process' (after Captain Kong had said a decision had NOT been made and
that there would be a meeting) I felt so betrayed by their lies and
was so convinced the whole process was a sham that I immediately left
the room, walked down the hall and went straight up to the Executive
offices of Korean Air on the 7th Floor (above the medical clinic).
Someone at the top of this organization needs to know what is going on
in the Operations department. I went into the first executive office
on the right and told the gentleman in the office that I had an
emergency and I needed to speak with him. (I think he was the V.P. of
Human Resources although I did not get his name). I told him about
the corruption at CASA and the lies that CASA was telling in order to
fail pilots on their check rides. I used the failure rate on the
B-777 as proof that there was a clandestine plan to keep the B-777's
`parked'. After I delivered my message I was personally escorted from
his office back to operations to see Captain Lee. I intentionally did
not start with Captain Lee because the problem is under his control.
I went into his office and Captain Lee and his managers gathered
around me. As I told them the same details I had discussed in the
Executive Offices, some of his managers were laughing at me as though
my details were some kind of joke. I objected, which made them laugh
more. It seemed as though they took personal pleasure at my
irritation. Maybe they were just nervous about the facts.
SUMMARY: I have never studied so hard in all my life and come up so
short on anyone's performance expectations. I DON'T HAVE ANY PROBLEMS
FLYING THE AIRCRAFT. My problems stem from having to learn new
techniques that are being taught as procedures just to satisfy every
new instructor. They are techniques that have nothing to do with
operating an aircraft safely. I tried very hard. I stayed in my room
studying for 4 months straight trying to learn method # 1—49 wrong
ways. I didn't watch TV, or party. All I did was study and chair
fly. After the unfairness of my check ride I can only arrive at one
conclusion. CASA and the operations department is part of the
problem. I am not. Myself and the rest of my class that are no
longer at Korean Air tried our best to be part of the solution. From
my perspective, and the perspective of many others, you are risking
your professional reputation by accepting a position at Korean Air.
Misc Notes:
* As a Delta pilot for 22 years, Korean Air procedures bear very
little resemblance to Delta Procedures. They are completely
different. Even their FOM and POM bears little resemblance. For
instance, Delta Pilots only repeat critical changes to FMA status such
as "LOC capture", "Land 3" etc. and otherwise maintain a quiet sterile
cockpit concept below 10,000'. The constant Korean Air callouts of
FMA changes and constant cockpit response chatter such as "check" are
a distraction from flying. This breaches the quiet cockpit concept
and causes missed radio calls and jeopardize safety. There is
entirely too much cockpit chatter below 10,000. This is a very big
problem at Korean Air and a safety issue. I can hardly hear ATC
instructions over the F/O's chant of FMA changes and my required
responses of saying "check". It is very distracting.
* Fatigue. I worked too hard being required to do everything
(alone) for a 12 hour day.
* Techniques taught as procedure: (Example: constant update of
the heading bug – even to one degree.) You can't be expected to know
techniques without training.
* There is severely inadequate training at Korean Air. English
instructors are needed.
* Needless callouts for everything imaginable. "Check" is
overused and meaningless.
* Endless briefings of questionable value.
* Constant, needless ATIS updates.
* Required to MEMORIZE the POM, FOM, when it says in those books
that the only memory items should be Recall items and limitations.
* Requiring the Captain to do the F/O job of loading the FMC and
loading it with much more than required by Boeing - and then do the
walk around as well. Doing the Captains job as well as the first
officer's job – what is the point of this?
* Not abiding by FOM cockpit security rules and regulations.
* Not abiding by FOM oxygen requirements when one pilot leaves the
cockpit.
* Not abiding by FOM avoiding eating at the same time requirements.
* Treating every waypoint as compulsory.
* Korean Air spent time trying to build loyalty to their company
with the initial indoctrination program and then caused distrust and
even anger with the way we were treated in OE. All foreign Captains
can see what is happening to these pilots. Poor treatment by Korean
Air treatment instills mistrust and disdain in their workforce.
Blue Skies and good luck
Join Date: Dec 2003
Location: CYVR
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How to respond to the South Koreans at KAL!
Get some balls you guys and start acting like a man. Do what I did.
I showed up wearing my comrade lapel pin of North Korean Leader Kim Jong-Il and another one of his father Kim Il-Sung. It was over my left chest while wearing my Korean Air uniform jacket. When the South Koreans started yelling insults, I responded in kind with "LONG LIVE COMMARADE DEAR LEADER KIM JONG-IL"!
I never did fly that airplane that day.
I showed up wearing my comrade lapel pin of North Korean Leader Kim Jong-Il and another one of his father Kim Il-Sung. It was over my left chest while wearing my Korean Air uniform jacket. When the South Koreans started yelling insults, I responded in kind with "LONG LIVE COMMARADE DEAR LEADER KIM JONG-IL"!
I never did fly that airplane that day.
Join Date: Feb 2006
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MDDog,
Your thread is redundant.
See http://www.pprune.org/forums/showthread.php?t=325083
that I started last week-in this forum.
KC135777
Your thread is redundant.
See http://www.pprune.org/forums/showthread.php?t=325083
that I started last week-in this forum.
KC135777
Join Date: Apr 2008
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angryblackman,
2nd time for you showing off with your weird story,
I'm only wondering why I didn't hear it from other sources( within KAL),normally stuff like this spreads quickly.
Well, with that defiant school boy attitude I hope you wash airplanes rather than flying them.
2nd time for you showing off with your weird story,
I'm only wondering why I didn't hear it from other sources( within KAL),normally stuff like this spreads quickly.
Well, with that defiant school boy attitude I hope you wash airplanes rather than flying them.
Join Date: Jan 2008
Location: USA
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Falsifying records
Gents, I also have experience with Koreans altering documents after I refused to sign a document with some idiotic comment and quit the job. The man spoke English very poorly and became irate when I did not understand his English and he certainly did not understand ICAO rules. He is a former Air force pilot and Korean Air Captain.
However, I worked with mostly very nice guys in Korea.
Some miserable people can give a great job a really bad taste
However, I worked with mostly very nice guys in Korea.
Some miserable people can give a great job a really bad taste
