Compass Updates - Saga Continues
10-11-2017, 07:59 PM
#8301
Gets Weekends Off
Joined APC: Sep 2014
Posts: 1,186
Yeah that's a concerning conundrum. Why say it's a volunteer program and then make new upgrades qualify in both seats? That sounds very sketch. My thought is that they plan to make them fly right seat under the guise of a reserve assignment when needed later this winter. How janky would that be?
But on what grounds can they force this?? And could a guy be disciplined for refusing the right seat qual at upgrade? I kinda feel like the whole class should refuse it together, especially since the union has been so clear not to do this...
But on what grounds can they force this?? And could a guy be disciplined for refusing the right seat qual at upgrade? I kinda feel like the whole class should refuse it together, especially since the union has been so clear not to do this...
This is where an LOA would have been great. That way there is some sort of verbiage when a guy or girl refuses to fly the right seat.
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10-11-2017, 09:09 PM
#8303
Gets Weekends Off
Joined APC: Oct 2016
Position: E175 FO
Posts: 186
It isn’t that hard at all. I had one Captain hand me the release and the tin and said, you’re going to brief and do all the stuff I usually do. We’re trading spots for the brief so you can learn and grow. You might as well get to know it and learn it now, because it will give you a leg up at upgrade. And you never know when it’s going to be just you in the cockpit to have to do everything.
It REALLY isn’t that hard. And while this might be a foolish statement (I’m sure the more experienced folk in here will agree), when acting or making a decision, you can not be faulted for erring on the side of caution. Which I intend to do.
Why do you need a break from this? (I also realize I’m grossly oversimplifying)
It REALLY isn’t that hard. And while this might be a foolish statement (I’m sure the more experienced folk in here will agree), when acting or making a decision, you can not be faulted for erring on the side of caution. Which I intend to do.
Why do you need a break from this? (I also realize I’m grossly oversimplifying)
10-12-2017, 07:14 AM
#8304
Line Holder
Joined APC: Sep 2014
Posts: 60
It isn’t that hard at all. I had one Captain hand me the release and the tin and said, you’re going to brief and do all the stuff I usually do. We’re trading spots for the brief so you can learn and grow. You might as well get to know it and learn it now, because it will give you a leg up at upgrade. And you never know when it’s going to be just you in the cockpit to have to do everything.
It REALLY isn’t that hard. And while this might be a foolish statement (I’m sure the more experienced folk in here will agree), when acting or making a decision, you can not be faulted for erring on the side of caution. Which I intend to do.
Why do you need a break from this? (I also realize I’m grossly oversimplifying)
It REALLY isn’t that hard. And while this might be a foolish statement (I’m sure the more experienced folk in here will agree), when acting or making a decision, you can not be faulted for erring on the side of caution. Which I intend to do.
Why do you need a break from this? (I also realize I’m grossly oversimplifying)
Blindly erring on the side of caution is the crutch of a weak pilot. What makes the job hard is seeing everything that’s going on, managing the risks, and making a good decision based on all the options.
10-12-2017, 07:15 AM
#8305
Gets Weekends Off
Joined APC: Sep 2014
Posts: 1,186
I assure you, there’s much more to being captain than just reading a dispatch release. I’ve taught plenty of flight attendants how to brief the crew off the release, often times the fo asks them questions, “Whoa, where on the release is that?!”
Blindly erring on the side of caution is the crutch of a weak pilot. What makes the job hard is seeing everything that’s going on, managing the risks, and making a good decision based on all the options.
Blindly erring on the side of caution is the crutch of a weak pilot. What makes the job hard is seeing everything that’s going on, managing the risks, and making a good decision based on all the options.
Come on Danny Devito, it ain’t that hard
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10-12-2017, 07:23 AM
#8306
Moderator
Joined APC: Sep 2017
Position: MEC Chairman, Snack Basket Committee
Posts: 3,199
If you are the kind of captain constantly checking everyone's work, looking at your FO with suspicion as someone to be babysat, and paranoid that you will lose your ticket every flight for who knows what then yeah you will be miserable and burned out very quickly.
I say the sooner you realize you can't control everything, especially at the gate, the sooner you can ease up and start having fun. Don't take yourself so seriously, appreciate and trust your crews, gate agents, and rampers, and make sure you laugh every flight, especially at yourself from time to time. Throw a heart sign to the rampers rather than a wave off, practice your British accent on center, have fun! Don't be unsafe, but for crying out loud don't be so wound up all the time.
EDIT: and put a little swag in that taxi! Sing "California Love" while you fly the next Hollywood arrival
I say the sooner you realize you can't control everything, especially at the gate, the sooner you can ease up and start having fun. Don't take yourself so seriously, appreciate and trust your crews, gate agents, and rampers, and make sure you laugh every flight, especially at yourself from time to time. Throw a heart sign to the rampers rather than a wave off, practice your British accent on center, have fun! Don't be unsafe, but for crying out loud don't be so wound up all the time.
EDIT: and put a little swag in that taxi! Sing "California Love" while you fly the next Hollywood arrival
10-12-2017, 07:45 AM
#8307
Ifly4theWIFI
Joined APC: Mar 2017
Position: I fly at CPZ, need I say more?
Posts: 38
10-12-2017, 11:16 AM
#8308
Gets Weekends Off
Joined APC: Oct 2016
Position: E175 FO
Posts: 186
I assure you, there’s much more to being captain than just reading a dispatch release. I’ve taught plenty of flight attendants how to brief the crew off the release, often times the fo asks them questions, “Whoa, where on the release is that?!”
Blindly erring on the side of caution is the crutch of a weak pilot. What makes the job hard is seeing everything that’s going on, managing the risks, and making a good decision based on all the options.
Blindly erring on the side of caution is the crutch of a weak pilot. What makes the job hard is seeing everything that’s going on, managing the risks, and making a good decision based on all the options.
Yes I’m sure the decision making process is probably the toughest part and making it all happen in concert with the various different entities.
10-12-2017, 12:42 PM
#8309
Gets Weekends Off
Joined APC: Nov 2006
Posts: 516
Originally Posted by BobbyLeeSwagger
But on what grounds can they force this?? And could a guy be disciplined for refusing the right seat qual at upgrade? I kinda feel like the whole class should refuse it together, especially since the union has been so clear not to do this...
Originally Posted by Fr8Thrust
If being a PIC is so hard for them, I’d learn to respect their resignation.
10-12-2017, 02:40 PM
#8310
Line Holder
Joined APC: Oct 2016
Posts: 52
If a fellow CA needs a break from PIC duties then he is a sh***y CA. Being a CA is not hard and if anyone thinks it is then it’s time for them to move out of their parents house. The only CAs I expect to see sitting right seat are the ones who have no say in being right seat qualified, ie all the new CAs.
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