dukepoint
You're such a gentleman.
First of all, you have no idea what my qualifications and experience are and you're not about to read my CV any time soon nor is it relevant.
If you have the experience you imply, then you appreciate as do I, the simple fact that under normal ops, SOPs are usually a great fit. Work great, last a long time.
However, having spent the majority of my, so-called career, in flight safety and pilot training, I can assure you I have a very good idea of what I'm talking about. But, don't take my word for it. Do some research for yourself. You may discover new things. Such as the implementation of ACRM and TEM.
In the research I've seen (through colleagues at NASA Ames, ESA, NLR, etc.) rare is the SOP that incorporates these considerations. Lip service is paid to CRM and TEM. BUT, rare is it that you will actually see a crew deviate or suspend SOPs during an abnormal situation to deal with the ACRM and TEM aspects. Perhaps deviate or suspend SOP is a better way to put it.
Round peg in a round hole. You're suggesting a round peg fits into any shape.
Sorry. But, you'd be wrong in that assumption. Evidence based training has shown us that. SOPs only fit where they fit. For the most part, that's normal ops. They don't cover ALL contingencies. Most SOPs lead off by pointing this out to crews.
There is no mandatory CRMI evaluation of crews in Canada at present. When it is, I think you'll find you've been under a false impression about SOPs or at least a very limited appreciation of what SOPs are all about.
I would never condone the arrogant deviation from SOP such as spouting off a checklist from memory. Knowing when to suspend SOP and implement CRM, evaluate TEM, make decisions, then re-activate SOP, is a skill rarely spelled out in many of the SOPs I've read through.
I suggest a review of the Sioux City United DC-10 accident from back in the 80s. That was when the approach to SOPs and how they're applied, changed. Any pilot who's been around since then, would know that and appreciate the difference. Deviations from SOP can not only be found in this example but were necessary for survival. (Deviations of SOP, not the abandonment of them)
I don't advocated ignoring SOP. Most are written in the blood of those who have gone before. But, I do advocate SOP does not apply at all times in all situations. That's where experience and knowledge come into it and knowing the appropriate course of action.
As for the bitterness, I got over it the day I understood and accepted the fact that I'm worth a specific dollar. Unfortunately, there isn't an operator in Canada I would work for because, not only would I be expected to sit bottom of the seniority list, the compensation I'd receive is a joke and I have a family to feed with bills to pay. I don't need 'stripes' on my sleeve and a heroes stride through any airport passenger terminal to pacify me for that lack of reasonable compensation.
The good news is, I'm this close to retirement. A time when I can lament my poor career choice.
BTW, I get what you're saying on the previous page and I have to admit I can agree with much of it, but not all.
I've made my decision which is why I am not employed as an airline pilot these days. The longer I stay away the less likely it is that anyone would ever hire me so our arguments are nothing more than that.
In the end, I don't give a...
In my mind this is what I'm worth and not a penny less. My first airline job in 1986 on a big jet was $35,000 a year. Today? 40,000. Are you sh*ttin me?
My 86 Accord was 11,000. My 2006 Accord was 31,000. So, who's keeping pace?
Cheers,
Gino Under
ourkid2000
I live in my fantasyland over here because I don't like the Canadian airlines fantasyland over there.
Great post. Totally agree.
