Is AS a destination airline now?
01-27-2023, 01:37 PM
#151
Gets Weekends Off
Joined APC: Jul 2017
Posts: 489
That’s great, there will come a point though that you will reach the seniority level where the attrition will cease to help your movement up the list, at that point you are relying on growth and or retirements. Like I said retirement numbers are very low and the modest growth they discuss is not supported by the current staffing levels.
01-27-2023, 02:38 PM
#152
Gets Weekends Off
Joined APC: Nov 2019
Posts: 791
Not a really scientific view but in 24 years I have averaged 2.3% seniority movement and the size of the pilot seniority list has grown an average 2.6% in those same 24 years. Fleet growth has been steady at about 1.8%. We spent a lot of years trading 110-144 seat airplanes for 160-185 seat airplanes and we added nearly 100 outsourced RJ’s in that time. Seniority movement has a rising curve that goes nearly flat after 2.5 yrs or so.
01-27-2023, 06:14 PM
#153
Gets Weekends Off
Joined APC: Mar 2022
Posts: 739
Keep in mind there were a lot of senior people who were already gone because they took the Covid early retirement but were formally taken of the list October or November 2022. There was also a small bump in retirements of senior people because of the pension/interest rate dynamic.
01-31-2023, 05:30 PM
#156
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Joined APC: Nov 2019
Posts: 791
Flight 261 Memorial today. On this day I spend a couple hours reading all of the reports. I take a look at a copy of the maint. log page that set that accident in motion. And I conclude as I have for the last 23 years that the culture that brought us that tragedy is alive and well at Alaska Airlines. It is a great reminder to me that No is a powerful word and it saves lives
01-31-2023, 07:52 PM
#157
Gets Weekends Off
Joined APC: Jan 2022
Posts: 167
Originally Posted by NTSB Report
3.2 Probable Cause
The National Transportation Safety Board determines that the probable cause of
this accident was a loss of airplane pitch control resulting from the in-flight failure of the
horizontal stabilizer trim system jackscrew assembly's acme nut threads. The thread
failure was caused by excessive wear resulting from Alaska Airlines' insufficient
lubrication of the jackscrew assembly.
Contributing to the accident were Alaska Airlines' extended lubrication interval
and the Federal Aviation Administration's (FAA) approval of that extension, which
increased the likelihood that a missed or inadequate lubrication would result in excessive
wear of the acme nut threads, and Alaska Airlines' extended end play check interval and
the FAA's approval of that extension, which allowed the excessive wear of the acme nut
threads to progress to failure without the opportunity for detection. Also contributing to
the accident was the absence on the McDonnell Douglas MD-80 of a fail-safe mechanism
to prevent the catastrophic effects of total acme nut thread loss.
The National Transportation Safety Board determines that the probable cause of
this accident was a loss of airplane pitch control resulting from the in-flight failure of the
horizontal stabilizer trim system jackscrew assembly's acme nut threads. The thread
failure was caused by excessive wear resulting from Alaska Airlines' insufficient
lubrication of the jackscrew assembly.
Contributing to the accident were Alaska Airlines' extended lubrication interval
and the Federal Aviation Administration's (FAA) approval of that extension, which
increased the likelihood that a missed or inadequate lubrication would result in excessive
wear of the acme nut threads, and Alaska Airlines' extended end play check interval and
the FAA's approval of that extension, which allowed the excessive wear of the acme nut
threads to progress to failure without the opportunity for detection. Also contributing to
the accident was the absence on the McDonnell Douglas MD-80 of a fail-safe mechanism
to prevent the catastrophic effects of total acme nut thread loss.
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