Ryan's/Easy/Go
Guest
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Firstly, I'm sorry for the rant - when I wrote the above I'd just finished a week of 'earlies' and was perhaps just a tadge 'tired' (not uncommon) - but having just spent most of the day asleep, I'm sure that normal service will be resumed as soon as possible.
However, and just to reiterate the point, (to my knowledge) I work the exact same roster as any other bloke at Go. If my colleagues are working harder than I, then I will make a point of speaking to our excellent rostering chap and ask him to make sure that I am doing my fair share of flying - but I still doubt that I am not – and I stand by my offer to reveal all (yuck, what a disgusting thought ! ).
So, carry on chaps......
Ps. Yeah, that's good advice Max, perhaps I do need a chill pill - and as proof I'm going fishing in a couple of days, just as soon as I fix my boats prop and the fish finders transducer (both damaged during the floods down here in Lewes - see: CrashDive's day off - never quit, and take no crap ! ) - I'll also have to spend some time fitting extra buoyancy, so that it'll be able to stay afloat under the weight of the all that beer ( it's thirsty work is fishing ! )
However, and just to reiterate the point, (to my knowledge) I work the exact same roster as any other bloke at Go. If my colleagues are working harder than I, then I will make a point of speaking to our excellent rostering chap and ask him to make sure that I am doing my fair share of flying - but I still doubt that I am not – and I stand by my offer to reveal all (yuck, what a disgusting thought ! ).
So, carry on chaps......
Ps. Yeah, that's good advice Max, perhaps I do need a chill pill - and as proof I'm going fishing in a couple of days, just as soon as I fix my boats prop and the fish finders transducer (both damaged during the floods down here in Lewes - see: CrashDive's day off - never quit, and take no crap ! ) - I'll also have to spend some time fitting extra buoyancy, so that it'll be able to stay afloat under the weight of the all that beer ( it's thirsty work is fishing ! )
Guest
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Ooops CD :
Quote
"Typically we have a pattern of five days on, and then three off – involving a mixture of earlies and lates, or with a split-duty / night-stop in the middle."
And you've just finished a week of earlies...!!!!
Sorry, hate to be pickie..!!!
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Hear All...See All...Say Now't.
[This message has been edited by JB007 (edited 07 January 2001).]
Quote
"Typically we have a pattern of five days on, and then three off – involving a mixture of earlies and lates, or with a split-duty / night-stop in the middle."
And you've just finished a week of earlies...!!!!
Sorry, hate to be pickie..!!!
------------------
Hear All...See All...Say Now't.
[This message has been edited by JB007 (edited 07 January 2001).]
Guest
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But JB007 you of all people should know that you are not allowed to be rostered for more than three consecutive duty days where there report is in any part of the period from 01:00 to 06:59.
So, to put all the above into context.
I'm sure that you know that I always arrive at least one hour before the rostered report. This is in order to ensure I get there on time (Nb. I drive in to Stansted from Lewes in East Sussex, and that's 88 miles), plus to facilitate the pre-flight paper-work/planning, and to ensure that I'm cool calm and collected after the M25.
Last Sunday night (New Years Eve) having gone to bed, at about 00:30, I then had a dreadful night ( I just couldn't sleep - mostly due to my little boy waking several on several occasions ) – thus I found myself wide awake and listening to the new years day Radio4 shipping forecast at 05:30.
That afternoon I had to report for a VCE (followed by BFS) at 12:30. I plan to arrive at 11:30, so I left my house at 09:45. I finished work at 22:10, and then drove home (88 miles).
Once again I had a crap night of sleep, and was thoroughly wide awake at 05:30.
On that Tuesday I had a split duty LIN, rostered to report at 18:45. I plan to arrive at 17:45 (i.e. rush hour on the motorways), so I left the house at 15:00.
Later, during the decent in to LIN they closed the airfield, for snow clearance (MXP was closed earlier too). We went into hold, nearly had to divert but the airfield opened just as we were getting close to making a decision. We eventually arrived at the hotel just in time to get the legal minimum required rest ( if you know what I mean ). Pick-up by the bus, on Wednesday morning, for the trip back to the airport is at 05:15. Arrive back at STN and finish work at 09:10, then drive home.
Thursday I was rostered to report at 06:00 for a BFS (followed by BIO). I plan to be there by 05:00, so I left my house at 03:45. I finished work at 15:10, and then drove home.
Friday I needed to report for a Lisbon flight at 08:10. I plan to arrive at 07:10, therefore I left my house at 05:15. Unfortunately prior to this, once again my little lads distress (he wet his bed) woke me up, i.e. another crap night of sleep. I finished at 15:55, and then drove home.
Saturday had to report for a Copenhagen at 0615, so planned to be there at 05:15, I left the house at 03:45 which, for various reasons, meant I’d only been able to get 4 hours of shut-eye. I finished work at 12:00, and then drove home.
Yes ! this was a six day working day week, most strange, but probably due to some roster ‘loading’ prior to my leave.
Don't get me wrong, I don't particularly mind the drive ( and I've certainly done it enough times to know - i.e. 26,000+ miles in the last 12 months alone ).
However I’m sure that even the most hardy amongst us will agree, that when coupled with a disturbed sleep pattern, this can take its toll on ones mental fortitude - the Latin for it is fatigare - which is something you'll surely agree with JB007, living as you do darn’sarf and working as you did with me at Stansted.
Ps. My ‘rant’ above, for which I ask some forgiveness, was made at 22:28 – i.e. I’d been awake on that day for over 19 hours; after six day in which I’d driven 880 miles, operated 14 sectors, and had had probably only 34 hours of decent sleep. zzzzzzzzzzzzzzz
So, to put all the above into context.
I'm sure that you know that I always arrive at least one hour before the rostered report. This is in order to ensure I get there on time (Nb. I drive in to Stansted from Lewes in East Sussex, and that's 88 miles), plus to facilitate the pre-flight paper-work/planning, and to ensure that I'm cool calm and collected after the M25.
Last Sunday night (New Years Eve) having gone to bed, at about 00:30, I then had a dreadful night ( I just couldn't sleep - mostly due to my little boy waking several on several occasions ) – thus I found myself wide awake and listening to the new years day Radio4 shipping forecast at 05:30.
That afternoon I had to report for a VCE (followed by BFS) at 12:30. I plan to arrive at 11:30, so I left my house at 09:45. I finished work at 22:10, and then drove home (88 miles).
Once again I had a crap night of sleep, and was thoroughly wide awake at 05:30.
On that Tuesday I had a split duty LIN, rostered to report at 18:45. I plan to arrive at 17:45 (i.e. rush hour on the motorways), so I left the house at 15:00.
Later, during the decent in to LIN they closed the airfield, for snow clearance (MXP was closed earlier too). We went into hold, nearly had to divert but the airfield opened just as we were getting close to making a decision. We eventually arrived at the hotel just in time to get the legal minimum required rest ( if you know what I mean ). Pick-up by the bus, on Wednesday morning, for the trip back to the airport is at 05:15. Arrive back at STN and finish work at 09:10, then drive home.
Thursday I was rostered to report at 06:00 for a BFS (followed by BIO). I plan to be there by 05:00, so I left my house at 03:45. I finished work at 15:10, and then drove home.
Friday I needed to report for a Lisbon flight at 08:10. I plan to arrive at 07:10, therefore I left my house at 05:15. Unfortunately prior to this, once again my little lads distress (he wet his bed) woke me up, i.e. another crap night of sleep. I finished at 15:55, and then drove home.
Saturday had to report for a Copenhagen at 0615, so planned to be there at 05:15, I left the house at 03:45 which, for various reasons, meant I’d only been able to get 4 hours of shut-eye. I finished work at 12:00, and then drove home.
Yes ! this was a six day working day week, most strange, but probably due to some roster ‘loading’ prior to my leave.
Don't get me wrong, I don't particularly mind the drive ( and I've certainly done it enough times to know - i.e. 26,000+ miles in the last 12 months alone ).
However I’m sure that even the most hardy amongst us will agree, that when coupled with a disturbed sleep pattern, this can take its toll on ones mental fortitude - the Latin for it is fatigare - which is something you'll surely agree with JB007, living as you do darn’sarf and working as you did with me at Stansted.
Ps. My ‘rant’ above, for which I ask some forgiveness, was made at 22:28 – i.e. I’d been awake on that day for over 19 hours; after six day in which I’d driven 880 miles, operated 14 sectors, and had had probably only 34 hours of decent sleep. zzzzzzzzzzzzzzz
Guest
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Blimey....just a joke mate..!!!
I have to admit, I don't miss that drive at all...you want to becareful CD, I had a nasty accident falling asleep at the wheel driving a long distance after a long day...I know a good B+B in Stebbing..?
Cheers
007
------------------
Hear All...See All...Say Now't.
I have to admit, I don't miss that drive at all...you want to becareful CD, I had a nasty accident falling asleep at the wheel driving a long distance after a long day...I know a good B+B in Stebbing..?
Cheers
007
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Hear All...See All...Say Now't.
Guest
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Yeah KF a fair point I suppose, but paraphrased from the relevant section in our FlightOps manual:
Now whilst I might have been a smidge tired by the end of the week ( and who isn't ? ), I defy you to find fault with my operation of the operation.
The roster that I was provided with was more than legal w.r.t. CAP371 - and so was I !
Thus perhaps a case, of different strokes for different folks and, as they say, 'When the going gets tough..........' and I am the epitomy of tough !
<font face="Verdana, Arial, Helvetica" size="2">The ANO places a responsibility on crew members, which simply put, states that crew members shall not act as operating crew if they know, or suspect, that their physical or mental condition renders them unfit to operate.</font>
The roster that I was provided with was more than legal w.r.t. CAP371 - and so was I !
Thus perhaps a case, of different strokes for different folks and, as they say, 'When the going gets tough..........' and I am the epitomy of tough !
Guest
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IF IT'S IN THE IRISH TIMES IT MUST BE TRUE…
“RYANAIR PILOTS FLYING HIGH AFTER RECORD NEW AGREEMENT"
Ryanair’s deal with its 220 pilots got surprisingly little coverage, given that it will put them among the best paid pilots in the skies. Under the five-year deal, annual pay will rise to over £100,000 (EUROS 127,000) worth of Ryanair shares at current prices.
The options, granted at 10 Euros (37.87) per share, are exercisable in five years. With the shares now trading at over 11 Euros, each pilot has a potential paper profit of just under £14,000. And the performance of the shares to date suggests that the pilots could be in for something of a bonanza when they eventually exercise their options.
At over 11 Euros, Ryanair shares are up about 450 percent on their June 1997 floatation price. They were one of the best performing shares on the Irish market in 2000 and outperformed the London Market by 130 percent.
But Chief Executive Michael O’Leary is well aware that he needs the co-operation of his pilots to ensure his share price keeps moving north. He has ambitious expansion plans – he wants to double the size of the company over the next three to four years and get passenger numbers up from seven million in 2000 to 14 million.
The deal, which followed a threatened strike by the pilots, involves significant up-front payments for increased efficiency improvements. Ryanair pilots were considered among the most productive in the industry, turning around planes in 25 minutes and taking up over four flights per day. And the five-year tail on the options should keep the pilots with the airline until they can exercise them.
The Ryanair deal is being viewed enviously by pilots in other low-cost airlines, as well as pilots who fly in bigger airlines who fly larger aircraft.
