![]() In which case you are legitimately a burden to the agency and the average taxpayer. Unless this is Jeffrey Vincent's burner account and he's still salty about the AMA. Every facility has challenges, you can admit n90 is complex and it doesn't take away from wherever you work. We're giving guys legitimate training and checking out everyone that can make it, including off the street.Īs for volume and complexity, numbers and airport proximity aren't an opinion. We're making common sense training order adjustments. We're shaming the older controllers that talk shit about localizer frequency knowledge. We want lives, we don't want the OT like this (most of us.) I've only been here five years but there is absolutely nobody trying to wash people out for OT, and if you think they are then you're bad and you're lying to yourself. Most of the facility has turned over and the current era is more upset about the situation we've been handed than any of you guys that washed out, I promise. How many controllers have checked out at n90 in the last few years? How many cpcs are 35 or younger? Do you have any idea? “They have to know all the little different pieces and parts about the whole operation.Speaking to the culture, I think you're about ten years late here bud. “I just heard somebody over the summer describe the dispatcher in this way I loved: The dispatcher is the pilot who doesn’t actually fly, they’re the mechanic who doesn’t actually fix the plane, and they’re the operations scheduler who doesn’t actually do that part of the job,” said Brian Strzempkowski, the interim director of the center for aviation studies at Ohio State University. Some become certified as part of a four-year college education in aviation, while others do so after a few weeks or months of dedicated instruction at a private school. Anyone interested in the profession must take at least 200 hours of instruction and pass an F.A.A. Like many jobs in aviation, dispatching is highly regulated. It plans to revisit the remote work authorization for both airlines early this winter. has required all airlines to maintain a safety management system, a comprehensive set of procedures to monitor and respond to safety risks, the agency said. Peterson called that response “nothing more than damage control.” Nolen also said that the agency had reviewed drug and alcohol testing records for both airlines since 2020 and could not find evidence to support the union’s claim that remote dispatchers were being excluded from testing. 31 letter, saying that the agency had investigated those concerns and found that “Republic complied with regulatory requirements for operational control.” Mr. In another, a dispatcher at Republic’s operations center worked well beyond the F.A.A.-mandated maximum 10-hour shift because the dispatcher’s replacement was having trouble connecting to the internet.īilly Nolen, the acting F.A.A. FAA 3000-23 Title EQUIVALENCY REQUEST Prescribing Order 3000. In one, which he said occurred in May, a Republic pilot could not reach an assigned dispatcher for 30 minutes while the pilot was stuck flying over Albany, N.Y., because of bad weather. Peterson provided what he said were two examples that showed how remote dispatching can undermine safety. When something goes wrong, you’re the one that’s in front of an administrative law judge, you’re the one that’s going to jail, you’re the one that lives with the consequences.” WMT SCHEDULER FAA LICENSE“That license in your back pocket, that’s you. 1 concern in expressing this to the membership - you’re putting yourself on an island,” he said. ![]()
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