Service failure O gram
10-04-2007, 04:35 AM
#32
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Joined APC: May 2006
Position: Excessed WB Capt.
Posts: 1,084
10-04-2007, 05:52 AM
#33
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Joined APC: May 2006
Position: Excessed WB Capt.
Posts: 1,084
If you had a crew delay the other night, how do you justify calling a guy who has not caused a crew delay a moron? Just wondering.
10-04-2007, 06:20 AM
#34
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Joined APC: Sep 2006
Position: Retired
Posts: 3,717
So in your first post you imply that he had a crew delay, then in your second post you again make mention of his having a crew delay. Interesting, sounds like someone believing their own hype. Granted he should NOT have called you a moron, but I'm sure you've been here long enough to realize that it's the crew that has the most influence in creating service failures, once the freight is loaded on the jet, and the jet is ready to go. If you don't understand that, or if you actually don't realize that you've probably been involved in one (service failure) or two, than maybe you just don't understand the implications of arriving on time, and what happens if you're late blocking in. Especially in large markets like NYC, LAX, ORD, SFO/OAK, MIA, DFW, etc, etc.
10-04-2007, 06:48 AM
#35
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Joined APC: Jul 2006
Posts: 96
So in your first post you imply that he had a crew delay, then in your second post you again make mention of his having a crew delay. Interesting, sounds like someone believing their own hype. Granted he should NOT have called you a moron, but I'm sure you've been here long enough to realize that it's the crew that has the most influence in creating service failures, once the freight is loaded on the jet, and the jet is ready to go. If you don't understand that, or if you actually don't realize that you've probably been involved in one (service failure) or two, than maybe you just don't understand the implications of arriving on time, and what happens if you're late blocking in. Especially in large markets like NYC, LAX, ORD, SFO/OAK, MIA, DFW, etc, etc.
10-04-2007, 07:15 AM
#36
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Joined APC: Sep 2006
Position: Retired
Posts: 3,717
Years ago, while plumbing the 727 (the first time
), I was going to check the cargo door locks, before closing the jet up to go fly. When I got to the top of the stairs, the mechanic, who I just observed, was checking the locks, looked up at me and gave me a thumbs "up" sign, and mouthed the words, "the locks are good." I then closed the main hatchway door and installed the girt bar. When I got into the cockpit, the captain (who had been watching me from his L1 window) asked if I had checked the locks. I told him the mechanic did and so I didn't. He told me it was my job (no argument there) and to go and do it. Long story short, by the time the crew stairs were put back in place, and I had checked the locks, climbed back into the jet, and reclosed the entry door, reinstalled the girt bar, and was back in my seat, was about 6 minutes. That sir, is a crew delay. Going direct, rather than flying the flight plan, and running into unanticipated headwinds, that cause you to land late, is another example of a crew delay. Taxiing to the wrong gate, and having to "go around" to get to the proper gate, is another. There's plenty of chances to create a crew delay, and thankfully the vast majority of our pilots, for whatever reason, always seem to avoid them. But none are immune to having one on almost any flight. The shame of the system, in my opinion, is that they've taken a large amount of delay codes out of the system, so that when we go to report these delays, we are limited to things like: taxi out delay; weather enroute; taxi in delay; fouled gate; and my all time favorite, ATC delay.
), I was going to check the cargo door locks, before closing the jet up to go fly. When I got to the top of the stairs, the mechanic, who I just observed, was checking the locks, looked up at me and gave me a thumbs "up" sign, and mouthed the words, "the locks are good." I then closed the main hatchway door and installed the girt bar. When I got into the cockpit, the captain (who had been watching me from his L1 window) asked if I had checked the locks. I told him the mechanic did and so I didn't. He told me it was my job (no argument there) and to go and do it. Long story short, by the time the crew stairs were put back in place, and I had checked the locks, climbed back into the jet, and reclosed the entry door, reinstalled the girt bar, and was back in my seat, was about 6 minutes. That sir, is a crew delay. Going direct, rather than flying the flight plan, and running into unanticipated headwinds, that cause you to land late, is another example of a crew delay. Taxiing to the wrong gate, and having to "go around" to get to the proper gate, is another. There's plenty of chances to create a crew delay, and thankfully the vast majority of our pilots, for whatever reason, always seem to avoid them. But none are immune to having one on almost any flight. The shame of the system, in my opinion, is that they've taken a large amount of delay codes out of the system, so that when we go to report these delays, we are limited to things like: taxi out delay; weather enroute; taxi in delay; fouled gate; and my all time favorite, ATC delay.
10-04-2007, 08:45 AM
#38
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Joined APC: Apr 2006
Position: 767 CA
Posts: 1,876
I believe we're talking about failures not delays. Packages not getting there in time and the shipment was free for the customer. A push back delay of a few minutes happens every single night in Memphis (do we ever push early in Memphis 
). These instances that "O" mentioned had to be serious delays. It would help to know what the delay was to be "educated". The city or type aircraft doesn't matter. But the cause does, so we can learn from the mistake or whatever caused the failure.
BNA 2000 is useless. Was that 2000 customers with free shipping. 2000 pounds, $2000 or maybe 2000 minutes?
). These instances that "O" mentioned had to be serious delays. It would help to know what the delay was to be "educated". The city or type aircraft doesn't matter. But the cause does, so we can learn from the mistake or whatever caused the failure. BNA 2000 is useless. Was that 2000 customers with free shipping. 2000 pounds, $2000 or maybe 2000 minutes?
10-04-2007, 08:54 AM
#39
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Joined APC: Aug 2006
Position: leaning to the left
Posts: 4,184
Oh come on...You don't know what BNA 2000 is?
The failure occured at BNA, in the year 2000. Geez!
I suppose you don't know what PTY 500 is, either.
That would be at PTY, in the year 500. Of course, they're on the central- american calendar. Which would equate to 1999, on our calendar.
The failure occured at BNA, in the year 2000. Geez!
I suppose you don't know what PTY 500 is, either.
That would be at PTY, in the year 500. Of course, they're on the central- american calendar. Which would equate to 1999, on our calendar.
10-04-2007, 09:39 AM
#40
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Joined APC: Aug 2006
Posts: 356
Since "O", OR, "O"rlando and "O" Rosado is a regular reader of this forum I have one question for him/you. Are you giving half as much energy to the impact of the optimizer on our QOL and the safety of our crews as you gave this goofy issue about whatever it is you were talking about? I realize flying once a month pm out-and-backs after years in the schoolhouse keeps you finely attuned to how scheduling optimization impacts our lives and safety. Please address your personal efforts on this critical issue in your next diatribe............and that 1% you threw the rest of us in front of the bus with just may pay attention...maybe.
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