Canoehead wrote: ↑
Sun Feb 23, 2020 2:48 pm
av8ts wrote: ↑
Sun Feb 23, 2020 4:18 am
I’ve been at Jazz for 20 years and I’ve never had to worry about the weather at my planned alternate. My dispatcher is sending me info on a new alternate and fuel requirements before I even know it’s changing. And if I’m watching weather at my destination change I know my dispatcher is watching just as close and dispatch in conjunction with other people in the room are making plans for if we miss.
Funny. I've been at Jazz roughly the same amount of time, and I've caught my dispatcher "sleeping at the switch" on more than a few occasions.
Only takes one time. The bottom line is, the dispatcher is not the one taking responsibility for the flight. They can plan all they want, but the reality is that when we set takeoff power, the buck stops with the pointy end.
Anyone who thinks there's no concern with 1500 hour Captains in a 705 regulation operation is naive.
And the funny part is that the naive ones, are usually the 1500 hour 705 captains themselves who think one season as an FO where they got to see some things, and got feedback from their "superiors" how "great of a captain" they will make, somehow made them ready for command. I'm not saying sit there for 10, 000 hours before you upgrade. But 1500 hours is purely, in my opinion, not enough time to be in charge. Type A dispatch or not, you need more time to be responsible for an image that has a multi-million-dollar public relations/interest team behind it to protect its identity.
Put one of these kids in a sticky situation, and they will look as frazzled as their FO on wtf to do now. How many Q400's has encore written off now that hasn't been publicly announced? The one in YEG recently was a blatant fail. Or the sky regional "training captain" who managed to tail strike an E175 in ORD with a checker in the jumpseat? How about the rouge flight descending into terrain in Huatulco? Or the Jazz Dash 8 that had an MEL'd autopilot with both pilots getting distracted while descending into Castlegar, resulting to a GPWS and an FA with broken bones as a result of the evasive maneuver? The problem isn't just at the regionals. It's widespread. Those cog/psych evals don't show you much when it comes to competency in a flight deck.
The thing is, us older so-called "experienced" folk can sit here and bicker at the matter all we want, ultimately a large part of the problem is the lack of leadership in our industry. Most chief pilots and flight ops supervisors are busy licking the rear ends of their bosses to keep their positions as they navigate the corporate latter, and resultantly aren't actually being leaders in their positions. They resort to some bs "command" upgrade eval, pass the kids through the bucket list, give them a few more tries if they fail so that their snowflake feelings arent hurt, then eventually they give them that 4th bar. This trickles downwards in the company to eventually the kid who thinks that he's ready for responsibility on his wet ATPL, so he can keep up with his peers and get another follower on Instagram. Coupled with 23-year-old art majors that are concerned about their hiring quotas, and you get what you see today. An epic fail in what will be the demise of many upcoming hull losses.
Add to that a system where the kids' priority is keeping up with his buddy who just went captain, and the manager's priority being another days worth of shit taste in his mouth so he can be home for dinner every night.
The system will collapse.
Btw, a huge plus 1 to the poster who talked about 500-hour pilots that can be q400 captain's and 5000 hours pilot's that can't even pass a 705 ride. The problem being, somewhere between 500 and 5000 hours is where that 500-hour pilot will get the exposure to make 5000-hour decisions with peoples lives and a carrier's legacy on his/her hands, even if at 500 hours the kid was super sharp to sit left seat of a q400.
And to those that sit here and talk about it being done around the world - that "stellar" training program resulted in a 330 at the bottom of the Atlantic as well... It's a delicate thing this flying career. And as someone so beautifully said, it's hard to put into words. But there is such a thing as the correct sequence of experience before you're truly qualified to be the big cheese, and deal with the difficult service directors...
And I, for one, can't even tell you exactly what that is. If I was to create a few hashtags for it #attitude #beattentive #resourceful #doasmanyjobsasyoucaninaviation #5040302010-thousand footers-not-halfway-down-the-runway?