US Pilots Labor Discussion

[N924PS]

Description

Flight 1048 departed the TPA terminal 17 minutes late due to previous delays on this aircraft, N111US. All seemed normal to entire crew during initial taxi out. As we neared the runway for departure, Paul Echegaray, the B FA became concerned of smoke building up within the cabin. He attempted to contact the cockpit via the cabin to cockpit call system. His attempts were unnoticed by us, as we never received the cockpit buzzer. Several passengers remarked later, that they had smelled the smoke too, and thought someone onboard was striking matches.

We were cleared for takeoff, and I relinquished the controls to F/O Tifft, for it was his turn to fly. As we reached rotation speed, I heard over the cabin interphone system (which I was monitoring through my Audio Control Panel [ACP]) the B FA call Courtney Camp, the A FA, and state that the cabin was filling with smoke and he had been unsuccessful in notifying the cockpit. She said that she would try. The A FA later stated that she, also, had attempted to call the cockpit via the cabin to cockpit call system with no success.

As soon as we broke ground, I directed F/O Tifft to continue to fly and take over my duties of ATC communications; that we had possible smoke in the cabin and that I must call them immediately. I rang the A FA via the call system, and as I looked down at the ACP to select "Cabin", I notice that the amber light on the ACP was flashing in the Cabin position, indicating that the cabin had called the cockpit at some time prior. Again, we never received any buzzer from the system. This cabin to cockpit call system had failed at a critical time during this event. Had I not been monitoring the interphone, we might not have known of the smoke for some time later.

The A FA informed me that the cabin was completely filled with dense gray smoke, and that she could not see to the back of the aircraft. I informed her that we would return immediately to KTPA.

I returned my attention back to the cockpit and ordered all occupants to don their oxygen masks (there were 2 jumpseat riders in the cockpit). Once communication was established, I declared an Emergency with the KTPA tower, and requested immediate vectors back to land on runway 19R.

One of the Jumpseat riders, USAIRWAYS F/O Joseph McKee, who is an Airbus Rated pilot, was instrumental in our ability to get the aircraft back around quickly, as he assumed any duties I asked of him. The three of us worked harmoniously throughout the event, and without his expertise and "third set of eyes and hands", this event would not have gone as smoothly as it did. We were on the ground in 9 minutes. Landing was uneventful and overweight by approximately 2000 pounds.

The Fire and Rescue Squad was called to follow the landing roll out, and as we slowed I communicated with them about the integrity of the exterior of the aircraft. The Fire and Rescue captain stated the he observed no smoke on the outside of the aircraft. F/O KcKee made a PA (under my direction) to the passengers to "Remain Seated, Remain Seated). I overheard the FA's talking on the Cabin Interphone that the smoke seemed to be dissipating. I then taxied to Gate F-83. We deplaned the passengers normally through the 1L Entry Door.

There were never any ECAM warnings or cautions throughout the flight regime. It was not until after engine shutdown and company mechanics were onboard that any ECAM messages were displayed. I recall that they were AIR PACK 2 FAULT and AIR PACK 2 OVERHEAT.

It took Crew Scheduling two hours to make a decision to give us hotels in TPA.

At approximately 2200, Flight Attendant Debra Ceccarelli informed me that she needed to go the Emergency Room due to severe headache, buzzing lips and light-headedness. I accompanied Ms. Ceccarelli to the ER and after admission, medicine and fluid administration, she was discharged and we returned to the hotel, arriving at approximately 0030 on the 24th.


Cause

The negative safety culture .............

Of course you had the Captain's permission to publish his report on a public forum.

 

[cactusboy53]

So the bottom line is how's that NIC working for you? You guys have ruined your own careers, you could have had some of this attrition maybe even the wide bodies and a decent raise, but no you were swayed by the Rev Jim Jones (aka Ferguson) as for that attrirtion, it's very nice. You will NEVER EVER get the NIC, get use to it.

The Nicolau while resting comfortably on Mr. Parker's desk is not in action yet, yes it is working for me just fine. You will ultimately have the Nicolau Award force fed to you. No matter how much USAPA kool-aide you drink, it still will be sour in your stomach.....not for the taste, but due to your disposition.

We'll see attrition here. By my guestimate, I should be able to take my choice of line-holding B757 Captain in PHL or reserve A320 Captain in PHX.....Gee, I wonder which way I should commute?

See ya in a couple of years Luv-r. In the meantime I'll enjoy an OK wage, a pretty good contract, 100% DH, 100% Mechanical, 200% pay when I get TD & pick up time from other FO's, 4 weeks of vacation, a GREAT STD & LTD program, the pleasant PHX weather & comradery of my fellow PHX flight & in-flight crew.

Oh, BTW you will NEVER get DOH (get used to it). The loss of income & contract improvements will never be recovered, and I suspect you shall remain sour for the rest of your career.

USAPA - We'll sell the manure, you can buy the farm.

 

[Boeing Driver]

We'll see attrition here. By my guestimate, I should be able to take my choice of line-holding B757 Captain in PHL or reserve A320 Captain in PHX.....Gee, I wonder which way I should commute?

See ya in a couple of years Luv-r. In the meantime I'll enjoy an OK wage, a pretty good contract, 100% DH, 100% Mechanical, 200% pay when I get TD & pick up time from other FO's, 4 weeks of vacation, a GREAT STD & LTD program, the pleasant PHX weather & comradery of my fellow PHX flight & in-flight crew.

Oh, BTW you will NEVER get DOH (get used to it). The loss of income & contract improvements will never be recovered, and I suspect you shall remain sour for the rest of your career.>>

Another low life scumbag AWA pilot bleating about how great their contract is. The same lowball contract that was used as the low aiming point to destroy US Airways contract. I guess I shouldn't really be surprised, considering the VERY pinnacle of these lowlifes careers was getting hired by AWA.

How disappointing....

AS far as DOH goes maybe - but you lowlifes won't be stealing our jobs either. Count on it.

Boeing Driver

 

[BoeingBoy]

No web site I know of it was out on the internet. it's been making the rounds.

While it definitely was on another site, "making the rounds" doesn't mean it's fine to flaunt the rules...Oh, that's right - the Easties get to make their own rules...

Jim

 

[lynyrdskynyrd]

Another low life scumbag AWA pilot bleating about how great their contract is. The same lowball contract that was used as the low aiming point to destroy US Airways contract. I guess I shouldn't really be surprised, considering the VERY pinnacle of these lowlifes careers was getting hired by AWA.

How disappointing....

AS far as DOH goes maybe - but you lowlifes won't be stealing our jobs either. Count on it.

Boeing Driver

Would you believe we had our own 'clowns' on the west that figured the east was going to show us how to get a good contract?

 

[im back..!!]

The Nicolau while resting comfortably on Mr. Parker's desk is not in action yet, yes it is working for me just fine. You will ultimately have the Nicolau Award force fed to you. No matter how much USAPA kool-aide you drink, it still will be sour in your stomach.....not for the taste, but due to your disposition.

We'll see attrition here. By my guestimate, I should be able to take my choice of line-holding B757 Captain in PHL or reserve A320 Captain in PHX.....Gee, I wonder which way I should commute?

See ya in a couple of years Luv-r. In the meantime I'll enjoy an OK wage, a pretty good contract, 100% DH, 100% Mechanical, 200% pay when I get TD & pick up time from other FO's, 4 weeks of vacation, a GREAT STD & LTD program, the pleasant PHX weather & comradery of my fellow PHX flight & in-flight crew.

Oh, BTW you will NEVER get DOH (get used to it). The loss of income & contract improvements will never be recovered, and I suspect you shall remain sour for the rest of your career.

USAPA - We'll sell the manure, you can buy the farm.

--------------------------------------------------------------------------------------------------------------------

thats sweet, with the nic, you can be banging across thr atlantic..im done with that.....im more about banging the wifes who are left behind...got any pictures avail..? oh and i dont do kids, got my own, so could you have your mom pick them up....as young as you are , i might bang her too..i love the non thought of the nic......sweeeeet....!!!

 

[BoeingBoy]

Got a new supply of little blue pills, huh...I bet the dog looks pretty good to you

Jim

 

[fodase]

Just read the Clown mailing front to back, and as expected the clowns are nothing but liars. The firs (and only) chart claims that eric ferguson does better under NiC than awa stand alone, it also claims that eric does better under doh than awa stand alone. How nice of usapa to use 2011 data instead of date of merge data(2005) when the west had 400 more pilots (25% more than today). Why don't the clowns use the real data? oh yeah that means telling the truth and they are not about to do that. here's a great little statement:

The usapa senority proposal has absolutely no negative career-altering effect when compared with the status quo.

Randy mowery Usapa vice presiden

How convenient, the status quo has meant furloughs and downgrades as well as a loss of 22 airplanes and 25% of pilot positions, how nice for you scumbags to move the "snapshot" from 2005 to 2011. Btw Clowns, a list will be compared to the Nicolau, you know the accepted seniority list at usairways, not status quo.

How about this Gem:

The cour have affirmed usapa's right to negotiate section 22 "without judicial interference," subject to duty of fair representation just as any other section would be-on it's own merits

Well was that all the court said? what about "under pain of an unquestionably ripe dfr" ? How come they skipped that?

Silly clowns, distorting the truth is not nice, but then what to expect from a bunch of yellow belly spineless clowns.

 

[Crzipilot]

Hmmm;.....did someone's wife get to read the mailer too? Someone seems upset.

 

[MUTATIS MUTANDIS]

Just as the East pilots could have accepted the results of the binding arbitration that they agreed to. Could have had a nice raise and would have had their share of the upgrades going forward, but no, you were swayed by the great legal $wami $eeham. He sold you a multimillion dollar scheme that enriches him and his firm and will never get you the Holy Grail DOH list.

You will NEVER EVER see a DOH list on this property. Get used to that. And you willl never recover what you lost financially with your time left on this property working under the current contract.

And as yet, there have been barely a handful of East upgrades due to attrition. Get back to me in DEC 2012 and let me know how the turbo attrition is working out for you then.

Really? It will be PSA DEJA VUE, only worse,NICNEVERHAPPEN!

 

[767one]

Description

Flight 1048 departed the TPA terminal 17 minutes late due to previous delays on this aircraft, N111US. All seemed normal to entire crew during initial taxi out. As we neared the runway for departure, Paul Echegaray, the B FA became concerned of smoke building up within the cabin. He attempted to contact the cockpit via the cabin to cockpit call system. His attempts were unnoticed by us, as we never received the cockpit buzzer. Several passengers remarked later, that they had smelled the smoke too, and thought someone onboard was striking matches.

We were cleared for takeoff, and I relinquished the controls to F/O Tifft, for it was his turn to fly. As we reached rotation speed, I heard over the cabin interphone system (which I was monitoring through my Audio Control Panel [ACP]) the B FA call Courtney Camp, the A FA, and state that the cabin was filling with smoke and he had been unsuccessful in notifying the cockpit. She said that she would try. The A FA later stated that she, also, had attempted to call the cockpit via the cabin to cockpit call system with no success.

As soon as we broke ground, I directed F/O Tifft to continue to fly and take over my duties of ATC communications; that we had possible smoke in the cabin and that I must call them immediately. I rang the A FA via the call system, and as I looked down at the ACP to select "Cabin", I notice that the amber light on the ACP was flashing in the Cabin position, indicating that the cabin had called the cockpit at some time prior. Again, we never received any buzzer from the system. This cabin to cockpit call system had failed at a critical time during this event. Had I not been monitoring the interphone, we might not have known of the smoke for some time later.

The A FA informed me that the cabin was completely filled with dense gray smoke, and that she could not see to the back of the aircraft. I informed her that we would return immediately to KTPA.

I returned my attention back to the cockpit and ordered all occupants to don their oxygen masks (there were 2 jumpseat riders in the cockpit). Once communication was established, I declared an Emergency with the KTPA tower, and requested immediate vectors back to land on runway 19R.

One of the Jumpseat riders, USAIRWAYS F/O Joseph McKee, who is an Airbus Rated pilot, was instrumental in our ability to get the aircraft back around quickly, as he assumed any duties I asked of him. The three of us worked harmoniously throughout the event, and without his expertise and "third set of eyes and hands", this event would not have gone as smoothly as it did. We were on the ground in 9 minutes. Landing was uneventful and overweight by approximately 2000 pounds.

The Fire and Rescue Squad was called to follow the landing roll out, and as we slowed I communicated with them about the integrity of the exterior of the aircraft. The Fire and Rescue captain stated the he observed no smoke on the outside of the aircraft. F/O KcKee made a PA (under my direction) to the passengers to "Remain Seated, Remain Seated). I overheard the FA's talking on the Cabin Interphone that the smoke seemed to be dissipating. I then taxied to Gate F-83. We deplaned the passengers normally through the 1L Entry Door.

There were never any ECAM warnings or cautions throughout the flight regime. It was not until after engine shutdown and company mechanics were onboard that any ECAM messages were displayed. I recall that they were AIR PACK 2 FAULT and AIR PACK 2 OVERHEAT.

It took Crew Scheduling two hours to make a decision to give us hotels in TPA.

At approximately 2200, Flight Attendant Debra Ceccarelli informed me that she needed to go the Emergency Room due to severe headache, buzzing lips and light-headedness. I accompanied Ms. Ceccarelli to the ER and after admission, medicine and fluid administration, she was discharged and we returned to the hotel, arriving at approximately 0030 on the 24th.


Cause

The negative safety culture at USAIRWAYS has struck again, and due the high level of experience and quality of the training department, the corporation has, at least for now, dodged a bazooka once again. I believe that this event happened because of this safety culture, as I believe that corners are being cut in the maintenance component repair department, either by sloppy repair work on or aircraft, or inadequate/illegal parts being utilized during repairs. We at USAIRWAYS are seeing too many of these types of events to not go unnoticed by the pilots. Our Safety Culture Survey brought this to light in BIG BOLD LETTERS, and USAIRWAYS management has yet to believe what the pilots are telling them. Why is it that only our aircraft are experiencing an unprecedented amount of this type of event? Why is the company turning a blind eye to the potential neurological damage they are exposing to their crews and passengers; all the while exclaiming that the known permanent health threats are not happening to us (crewmembers) and claiming that our pilots and flight attendants have not been affected! The passengers on board my aircraft during this event were not informed of this potential health risk-not informed that they were possibly exposed to the neurotoxin tricresylphosphate (TCP) through the contaminated air supply. This neurotoxin causes permanent neurological damage (read the health hazards from inhaling TCP [Guide Number 151, Item 2574] in the Emergency Response Guidebook 2008-the Orange book-carried in the cockpit of all USAIRWAYS aircraft).

Another example of the negative safety culture is the fact that I was not contacted by a pilot manager, i.e., a Chief Pilot, after this incident until I made the calls to communicate with a manager. I was finally called by the PHL Chief Pilot's office an hour and forty minutes after the return to field! Again, after I initiated contact-through the Operations Control Center Duty Manager! Crew scheduling was immediately in contact with me attempting to reschedule us for more flying! There is such a disconnect from the crewmembers and management; such an incredulous disrespect and ignorance toward our duties and responsibilities.


After discussing this event with the Bridge at OCC, I was informed that the aircraft was signed off as airworthy and would be flying revenue the next day WITHOUT A TEST FLIGHT BY CHECK PILOTS! That is absurd! Where is the oversight?

SUGGESTIONS

I suggest a complete (and serious) review by management of the safety culture at USAIRWAYS, including re-staffing of the individuals responsible for the negative atmosphere toward the crewmembers. The culture here at USAIRWAYS is such that there is a huge potential for a major accident in the future.

It is apparent that the company is not in tune with our concerns, nor using our skills and observations to make this airline SAFE for the flying, unaware, public. There is NO concern for our safety; only profits for the board of directors and upper management. The time has come for this airline to change the culture and be a part of a team for safety, excellence and respect. The end result just may astonish them!

Luvthe9,

I was told by mtc that very few things require a test flight anymore. One of the things that does require a test fllight is a flight control problem. I guess it is the expense (go figure) that is the reason they don't test flight much.


Along the lines of smoke or fumes a check airman suggested that we think very hard before dispatching with the crew oxgen near min. pressure particularly on etops flights. Not too long ago we were about to head out on an etops flight and wrote up the oxgen because it was withing 20# of min. pressure.
The mech that showed up said he would write it off as ok because it was within the "book" limits and added that "what is the problem anyway because if you have a depressurization you can go to 10,000 ft". I explained that if the problem is smoke or fumes going to 10,000 ft. would not do any good. I also explained that we could be 3 hrs from an airport and I'm sure that the oxygen would not last 3 hrs. Bottom line is that he changed the bottle. Think about it. Do we have any guidance as to how long our oxygen will last with 2,3,or 4 cockpit crewmembers?


Regards,


Bob

 

[Pi brat]

Just read the Clown mailing front to back, and as expected the clowns are nothing but liars. The firs (and only) chart claims that eric ferguson does better under NiC than awa stand alone, it also claims that eric does better under doh than awa stand alone. How nice of usapa to use 2011 data instead of date of merge data(2005) when the west had 400 more pilots (25% more than today). Why don't the clowns use the real data? oh yeah that means telling the truth and they are not about to do that. here's a great little statement:



How convenient, the status quo has meant furloughs and downgrades as well as a loss of 22 airplanes and 25% of pilot positions, how nice for you scumbags to move the "snapshot" from 2005 to 2011. Btw Clowns, a list will be compared to the Nicolau, you know the accepted seniority list at usairways, not status quo.

How about this Gem:


Well was that all the court said? what about "under pain of an unquestionably ripe dfr" ? How come they skipped that?

Silly clowns, distorting the truth is not nice, but then what to expect from a bunch of yellow belly spineless clowns.

It looks like someone's math skills are no better than his verbal ones. Let's use the tried and true expression: PROVE IT!

If over a thousand east pilots were stapled under Nic, how can it be possible that EF's relative position, over his career, cannot be better with the Nic than AWA stand alone, or DOH? That's what the chart shows, clearly.

You must have not read the whole thing because there were two charts. The first one does indeed compare USAPA's list to the Nic, as well as AWA stand alone.

 

[luvn737s]

Description

Flight 1048 departed the TPA terminal 17 minutes late

As soon as we broke ground, I directed F/O Tifft to continue to fly and take over my duties of ATC communications; that we had possible smoke in the cabin and that I must call them immediately. I rang the A FA via the call system, and as I looked down at the ACP to select "Cabin", I notice that the amber light on the ACP was flashing in the Cabin position, indicating that the cabin had called the cockpit at some time prior. Again, we never received any buzzer from the system. This cabin to cockpit call system had failed at a critical time during this event. Had I not been monitoring the interphone, we might not have known of the smoke for some time later.

From section 7e-13 of the Airbus Training Manual

Pressed:
In the flight deck:
— The “ATT” light illuminates on the ACP.
— A buzzer sounds (inhibited during takeoff and landing).

Sounds like the system operated flawlessly. Enjoy your trip back through the training machine!! (Most excellent and highly qualified blah blah blah).

Overreactions and the rushing to judgement which can and have lead to unnecessary accidents and incidents should be dealt with. Being a captain isn't as easy as it seems on TV.

 

[GorgeousGeorge]

From section 7e-13 of the Airbus Training Manual

Pressed:
In the flight deck:
— The “ATT” light illuminates on the ACP.
— A buzzer sounds (inhibited during takeoff and landing).

Sounds like the system operated flawlessly. Enjoy your trip back through the training machine!! (Most excellent and highly qualified blah blah blah).

Overreactions and the rushing to judgement which can and have lead to unnecessary accidents and incidents should be dealt with. Being a captain isn't as easy as it seems on TV.

Doesn't sound like you read it.

 

[cactusboy53]

Another low life scumbag AWA pilot bleating about how great their contract is. The same lowball contract that was used as the low aiming point to destroy US Airways contract. I guess I shouldn't really be surprised, considering the VERY pinnacle of these lowlifes careers was getting hired by AWA.

How disappointing....

AS far as DOH goes maybe - but you lowlifes won't be stealing our jobs either. Count on it.

Boeing Driver

Dear Sir;
I will refrain from name calling for all the actions that USAPA & USAPA supporters have taken to evade an agreement that they signed on for. I didn't say my contract was great, but I did say that I would be enjoying it's benefits for the next couple of years vs. LOA 93. That lowball contract offer that you refer to would have (at the least) garnered a narrow body east captain an additional estimated $40,000 a year in wage, $4000 a year in 401K company contributions, an total of 31 days of vacation a year, an industry leading short term disability & long term disability program, better rigs & duty, 100% DH & 100% Mechanical (just to name a few items). That contract could have been accomplished as early as 2008. That translates to a current loss of $132,000 to date. Never to be recovered.

I am looking forward to getting my USAPA brochure today. I will read it (as will my wife). I have seen a PDF file of the same, but will take the time to poke factual holes in Mowrey's "powerful statements" that apparently are to be taken as fact. If that is the case, then here is another factual quote from Cleary & Mowrey: "No ALPA seniority integration arbitration result has ever been set aside by the courts..." (US AIRWAVES June/July 2000).

Here's another brochure that was recently sent out by an independent union: http://dalforums.alpa.org/Portals/3/activeforums_Attach/AirTran-Welcome-Booklet.pdf

Please note the superior wage! The FO's are making $5.00 an hour MORE than your narrow body captains! While seniority may matter, money talks. It's it unfortunate that you and your lot have not yet learned that expensive lesson.

See you in Philly soon.

CB