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    Management Cost Concerns Versus Pilot And Dispatcher Safety Concerns

     

    Again and again since jet fuel prices started rising thirty years ago, airline managers have put pressure on pilots to load less fuel on the plane. Why? Your car that rests effortlessly on the pavement; extra fuel in the tank doesn't increase fuel consumption significantly. But an airplane needs energy to maintain its altitude at cruise. The energy required is higher when the weight is higher. The weight of the fuel on board increases the energy needed to maintain cruise altitude. 




    Without a union to back the captain up, management is free to intimidate pilots to play along. With a union, management intimidation is met with the union going public on the issue. The issue is hot right now at American Airline. Keep in mind, however, that this is an ongoing battle at all airlines. 




    For the past few months on our message board, trolls from a non-union airline have tried to discredit what Captain Steve and I have to say. The trolls, being anti-union, object to my view that when captains have a union backing them, they can better resist management intimidation when they feel more comfortable to err on the side of safety and ask for extra fuel or extra maintenance.




    The trolls on the message board insist there is no conflict between management and pilots, at least at their airline. They insist they are just one big happy family. They don't sound happy when they post on the message board. Perhaps the anger they don't dare express at their management comes our way. An article in the Chicago Tribune at this link lays out the management-cost versus pilot-safety conflict. If you read the article, it can help you understand that there has to be conflict between captains and management, and I believe you will feel better knowing your captain has an organization behind him or her.

     

    There is no sharp line defining safety. Though no one can say that driving 55 MPH is safe and 56 MPH is unsafe, the 55 MPH limit makes sense as a buffer. Depending on the driver, the traffic, the conditions of the road, and the car, 75 MPH or 95 MPH or higher could be safe. But since no one can define the line between what is safe and unsafe, it makes sense to draw a legal line well below where safety comes into question.




    The line being unclear, pilots like to err significantly on the side of safety. Captains like to have plenty of fuel on board in case there is holding, need to divert to another airport, or unexpected events that extend the time in the air, and thus require more fuel. Management would like captains to be "team players" and to help cut costs by trimming the fuel load. At American, things have gotten even worse. The FAA says it is the job of  the captain and the dispatcher to determine the fuel load, Tim Wagner, a spokesperson for American, says American management wants to be in charge. He says, "We feel that we have been so scientifically precise about what we need
    on a given flight that we want the captains to trust us."




    According to the story, American is putting pressure on dispatchers to plan flights with fuel on the low side. Dispatchers who don't play ball are "counseled", the first step toward being fired. If the dispatcher plans fuel on the low side, that gets him or her off the hook with management. But that puts the captain under management's microscope. If the captain feels uncomfortable with the low fuel low, the captain has to fill out a form requesting more. American management keeps track of it every time a pilot asks for extra fuel. 




    The American Airlines pilots' union is concerned - as has been the case at other airlines that played hardball in the past - that this tracking of extra fuel requests could be used by management against a pilot if his or her her job performance is ever called into question. Each year, every pilot has to go through simulator training, which ends with a check ride. If a pilot fails the check ride, a captain who has played ball with American by cutting fuel loads to the bone might be given consideration, extra training and another check ride while a captain who exercised more caution and generally loaded more fuel might not get such consideration.


     

    Dennis Tajor, a spokesperson for the Allied Pilots Association, the pilots' union at American, said "It's being touted as a corporate efficiency program, but perhaps it has gone too far. It has the ability to affect the margin of safety and reliability. That is our concern." 





    Another form of intimidation is requiring extra training even when there has been no check ride failure. In 2008, US Airways assigned eight captains extra training because their fuel loads were higher the average. 




    There is a thread on this on the message board at http://fearofflyingmessageboard.com/topic/2378. Captain Steve, who flew for American, wrote as follows:




    "I ordered extra fuel, above what the Dispatcher was calling for,
    probably for at least half my flights, and undoubtedly more. (I did not
    keep a log of all this, although the Company did. I could look it up on
    the Company website.)"



    "And -- most of the time, the Dispatcher
    seemed relieved that I had asked for more fuel. You see, if HE had
    put the additional fuel on himself, he would have been harassed by
    management types. But, when a Captain requested it, that let him off the
    hook. (Bearing in mind that the Dispatcher, along with the Captain, has
    legal responsibility for the safety of the flight.)"



    "Now, as I
    understand it, if I were still employed, and requested more fuel, I
    would have to submit a report each time explaining why. (The wording of
    the report is suggested by the union.) Seems like a silly waste of time
    to me. (The report itself doesn't take all that long to fill out -- it's
    just the principle of the thing.)"



    "The management lackeys and
    bean-counters seem to need a refresher course regarding exactly who is
    in charge of the airplane. That is, the Captain. (Not sure they ever
    knew to begin with, truth be told.)"



    "OK, enough venting. Standing
    up to Management indeed takes energy, and I don't have to do it anymore,
    thank God. (I just hope that current and future Captains will.)"




    This issue gives you a view into what it takes to stand up for safety against management cost cutting. You can see that even with a union, it isn't easy. Management keeps track of it every time a captain adds the fuel he or she believes is prudent. Now you understand how management tries to intimidate pilots at a unionized airline. What do you think happens at a non-union airline?

     

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    Flow




    The experience of panic involves unwanted overwhelm. But there is a sort of overwhelm that is neutral, and once we experience it, we want it again. Daniel Tomasulo has written a brief article about this phenomenon which you can read at this link. Understanding flow may help a person be less anxious about panic.




    ==========

     

    Travelsavvy Mom 




    The latest flight anxiety installment on the Travelsavvy Mom blog is at www.travelsavvymom.com/blog/family-travel/fear-of-flying-understanding-turbulence/ and is about turbulence.




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    "What A Great Relief" 




    Quite a trip for someone who has been totally stressed out from fear of flying for the past 10 years. Although I have always flown a quite a bit (being Danish and married to an American having lived in the US, Norway and Pakistan) "something" happened  I my mind when the flying became less frequent. 



    This recent trip has been on my mind for more than half a year. At one point, I decided not to go. However, less than 2 weeks from departure I decided that I could not have my fear ruling my "flying life" (I have a son who lives in Austin). At first I thought determination could do it. But as the time got closer, I could tell it would take more than that - which is when I signed up with you. 



    I used the tools you "prescribed" but since I didn't have much time to prepare I also brought with me pictures of some of those precious moments to reinforce the feeling (and to make sure I kept myself together travelling with the Board of Directors).



    Most importantly, although I did not look forward to each flight, I was not stressed out either. I did not suffer from any physical symptoms either. What a great relief.



    The only time during that trip when I actually felt freaked out, was when I checked in at the Four Seasons in Chicago, having asked for lower floors and got 32nd. (started at 30th). That was a little more than I could bite off in one trip. However, I did apply the same technique and managed to also survive a night there (after having the staff to draw the curtains).



    I want to thank you for calling me in Spokane. It was most surprising but a very reassuring (you were not just a recording) - and a remarkable "service" which has made an impression on everyone I have mentioned it to.



    Next month I'll be flying to France and I feel quite confident, that I'll make it in fine shape - which is important as my 12-year old daughter is going to, and I definitely do not want her to get the "wrong feeling". This time I'll take some time to watch the entire video program.



    Kind regards 




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    Quotes From The Message Board




    twigz posted: "Like Capt Tom says, if you practiced the strengthening exercise enough,
    the panic is not going to kick in. I didn't believe it until it
    happened to me. I also thought I was going to freak out on the plane
    but I didn't. "




    luna412 posted: "Just trust in the Strengthening Exercise, do it every day for at least a
    week in advance, and know that it WILL work." 




    Cleck this link to read the entire posts.



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    SOAR Will Work For You Too





    Even if you are doubtful, SOAR nevertheless works. This is because we, with the help of brain scan research that showed us how the mind works, broke the code on flight anxiety, claustrophobia, and panic.



     

    SOAR was established in 1982 because no programs existed that could help people with moderate to severe difficulties. Even today, no other program offers help that is effective except for mild difficulties. No matter how difficult flying is for you, we can help.





    • Call me at 877 332-7359 between 10 AM and 6 PM Eastern time or

    • Set up a time online at http://soar.genbook.com

    • No Charge. No Obligation. Just get the information you want.



    Or Enroll Right Now And Get This Over With




    You will feel better as soon as you make the decision.






    • The full length SOAR Video Course on 11 DVDs provides the maximum help possible.

    • More info.



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    Flying tomorrow or the day after? Be ready to fly in 90 minutes with Rapid Relief.



    Flying in three to ten days? Get comprehensive help with SOAR Complete Relief.



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    ==========



    Unsure Which To Choose



    If you are unsure which is best for you, please call me at 877 332-7359 so we can talk it over. You will feel better as soon as you decide to act.




    We are always here to help. As you go through the program, call or email whenever you have a question or a concern. 

     


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    Stranded Five Hours On Virgin Atlantic










    In April, a federal rule went into effect limiting tarmac
    strandings to a maximum of three hours during departure delays, and 90
    minutes for arrival delays. This week, Patrick asks, "Why, then, was a Virgin Atlantic Airbus A340 stuck on a sweltering
    apron at Bradley International Airport in Connecticut for nearly five
    hours on Tuesday evening?" It  turns out there is a loophole. Foreign carriers are exempt!








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