Steve; look deeper, and I think you'll find you're the problem.

I do recognise the "gen Z" aspects you allude to, but setting that aside, the crews are the nicest and hardest working people i have worked with. Junior CCs can be very shy with FD, especially when a Captain is an egotistical prick, but made to feel valued and empowered, they are invariably a delight. Either way, far preferable to the egomaniacal pursers which some similar airlines are well endowed with.

I think it's wrong to tie poor behaviour in with the role.

There are good and bad in both seats. Some captains are so unprofessional and disdainful towards the SOPs (and the FO). Some captains are salt of the earth and people you would consider friends.

I am more than certain a number of FOs can be a pain, likewise I'm sure there are many decent individuals.

Same goes for the cabin crew down the back.

A lot of it depends on your base. Generally the bigger it is, the worse it is. Lots of dodgy individuals avoid detection simply due to how big the operation in the big bases is.

I'm still recovering from the NATURAL TEAM PLAYERS BS, Bring back Leo Hairy Leo Camel at least he was talking sense.

Now I must log out so I stop seeing this drivel and Bollocks.

yes - kindergarden is waiting for you.

NCL Base
 

Anyone on here from Newcastle base? Hows life there? Busy? Happy? Is Teeside mainly crewed by NCL people?

Does anyone have an indication of Spanish CLA and cadet salaries? Also interested to know how likely getting a base in Spain is after LT. AGP, BCN etc.

What is the latest in terms of commanders not going into discretion?

Discretion is expected and any kind of refusal result in a trip to Dublin, tea and biscuits on you

And the outcome of the tea and biscuits is?

First strike you should get away with it, with the standard threat of forced transfer and/or dismissal. That normally does the job.
Same procedure if you call fatigued.
After all the RYR 5/4 roster is approved by NASA, so you can’t possibly ever be fatigued.

Just to be clear, at the first time in your career of refusing to go into discretion, for whatever the reason, you’ll be offlined from your roster. You’ll then be positioned at company expense to Dublin where you’ll have a one way conversation with management and will be lucky to escape with just the threat of dismissal.

I’ll be honest this does sound, at the very least, a tad implausible

Not as implausible as it sounds, if you knew a bit of the Ryanair management culture. There is ample literature of the threatening emails, most of which have made in on this forum, of the HR and flight ops comms to the pilot and cabin crew community.

Fine, you might just get a meeting with your base captain if you have no previous offenses, but they are not very tolerant from the second time around, if you don’t have a VERY solid justification.

Only the need to exercise discretion needs to be justified.

I'm slightly confused, don't you work for easyJet? I know with friends in other airlines it's possible to have an understanding, but you speak as though you work for Ryanair.

2 weeks ago the PIC refused discretion, have spoken to him since, not a peep from anyone.

One thing in ryanair is once you're doing things as you should, then you are ironclad and they will actually avoid you.

Another similar example .. don't open the active roster app to view that 2 hr earlier report time that's showing on your roster .. get a panicked 5AM phone call from Crew Control .. "I was off and therefore not on my work apps" (this is if you're nice and pick up). They'll not say a word, and it they do, you refer it to the ops manager who will sort it.

When you know what you are doing, life is very easy. Even in Ryanair. There are quite a few egos at management level, but easily handled, once you know how.

The benchmark in Ryanair is the 25 years old Captain, who went from the first flight on a DA20 to the LHS of a 737 in 6-7 years, hence they made “the miracle” of giving them fortune and fame and all they could wish for in life (yeah…). So imagine if someone fitting this description refuses to “protect the operations”…
They have a different approach with more mature skippers though… I mean the message that comes across is the same but with slightly more diplomacy.

I have directly worked with people who have filed fatigue, showed me the reports, and the subsequent time off. This is totally incorrect.

I have no doubt someone who files fatigued after 5 days of early starts before 6AM will not be very successful, but where the cases are genuine and can be backed up by an unusually demanding roster (combined with some personal circumstances in one case I know) - the company gave them 2 consecutive blocks off to recover.

So yes, they do spout nonsense about "NASA approved rostering" (and we get a great laugh out of that), but that is not the full story either. Try to play fast and loose with them, you wont go far, be genuine and honest, it gets you very far. With most things in this place.

Does anyone have any information regarding the BA Eagle test specifically regarding the Rate of Climb/Rate of Descent & Top of Descent Calculations?

And what is EASA doing about it ?
If it's common knowledge and furthermore there seems to be ample written proof of said behavior ?

EASA… mmmm… yes I’ve heard of this word before but can’t really remember what it is… oh wait it’s a brand of crisps?

Nothing to do with EASA, would be the Irish CAA.