Narrative:

I do not believe that all the problems are company wide. For the most part I feel they are our individual operation. There is a total disregard for training. Exampled by that I have 2 girls who are carried as flight attendants. Neither girl has had a good initial course much less a recurrent training program. Yet the airplane is operated part 135. The flight crew operates the majority of its flts international. Neither crew member has had a recurrent international course. On 1 of our last flts we were required to make an emergency return. Operations had stacked (4) computer paper boxes of catering in the main doorway thus blocking emergency egress. Our flight attendant is required to situation in a jump seat locked between the pilot and copilot seats thus blocking egress from the cockpit in an emergency. The airplane is known to be 800-1000 pounds heavier than the book published bow weight. We are still required to operate the airplane at maximum weight off the dca airport going to europe. We feel that when we depart at gross 45100 pounds we are in fact closer to 46100 pounds. At 45100 pounds we just barely fit in the box. We routinely fly to europe landing with 1400 pounds of fuel (35-45 mins at cruise altitude). As the PIC I have little or no say in anything other than 'just flying the airplane.' I have been told that is my job 'just fly the airplane.' it is very normal to return from 1 europe trip at XF30 in the afternoon and be scheduled back out at XG30 the next afternoon. After this current trip XA30 am the next morning. Our division does not know how to say no. One of our trips required we drive at WY00 am to phl. We arrived phl at approximately XC30. The airplane had a mechanical problem which required we fly to montreal for repairs, which we did. We departed montreal after completing repairs and picked up our charter customer at XL00 pm. (First takeoff had been at about XG00 pm. We were doing this with a 3 pilot crew.) we flew phh-gander about 2 hours 45 mins 1 hour ground time then to shannon approximately 5 hours 15 mins then sofia, bulgaria, approximately 4 hours 45 mins. When we started the VOR approach in the WX the crew had been up no less than 36 hours. We also have maintenance items that we have to deal with. When we had engine problems we were not asked what the safety concerns were, but instead who was going to pay for it. We flew the airplane across the ocean, corporation grounded the airplane the next day. This operation is an accident waiting to happen.

Related reports:

Google
 

Original NASA ASRS Text

Title: A CPR MDT PLT COMPLAINS THAT HIS CORPORATION DOES NOT PROVIDE ENTRY OR RECURRENT TRAINING TO CABIN ATTENDANTS OR INTL TRAINING FOR FLCS. THE ACFT ARE ALSO MISLOADED, HE ALLEGED FROM A WT AND A SAFE EGRESS STANDPOINT AND THEY OFTEN FLY WITH INSUFFICIENT FUEL RESERVES. THE RPTR IS THE PIC AND THE ACFT DOES BOTH CPR AND PART 135 ATX FLTS.

Narrative: I DO NOT BELIEVE THAT ALL THE PROBS ARE COMPANY WIDE. FOR THE MOST PART I FEEL THEY ARE OUR INDIVIDUAL OP. THERE IS A TOTAL DISREGARD FOR TRAINING. EXAMPLED BY THAT I HAVE 2 GIRLS WHO ARE CARRIED AS FLT ATTENDANTS. NEITHER GIRL HAS HAD A GOOD INITIAL COURSE MUCH LESS A RECURRENT TRAINING PROGRAM. YET THE AIRPLANE IS OPERATED PART 135. THE FLC OPERATES THE MAJORITY OF ITS FLTS INTL. NEITHER CREW MEMBER HAS HAD A RECURRENT INTL COURSE. ON 1 OF OUR LAST FLTS WE WERE REQUIRED TO MAKE AN EMER RETURN. OPS HAD STACKED (4) COMPUTER PAPER BOXES OF CATERING IN THE MAIN DOORWAY THUS BLOCKING EMER EGRESS. OUR FLT ATTENDANT IS REQUIRED TO SIT IN A JUMP SEAT LOCKED BTWN THE PLT AND COPLT SEATS THUS BLOCKING EGRESS FROM THE COCKPIT IN AN EMER. THE AIRPLANE IS KNOWN TO BE 800-1000 LBS HEAVIER THAN THE BOOK PUBLISHED BOW WT. WE ARE STILL REQUIRED TO OPERATE THE AIRPLANE AT MAX WT OFF THE DCA ARPT GOING TO EUROPE. WE FEEL THAT WHEN WE DEPART AT GROSS 45100 LBS WE ARE IN FACT CLOSER TO 46100 LBS. AT 45100 LBS WE JUST BARELY FIT IN THE BOX. WE ROUTINELY FLY TO EUROPE LNDG WITH 1400 LBS OF FUEL (35-45 MINS AT CRUISE ALT). AS THE PIC I HAVE LITTLE OR NO SAY IN ANYTHING OTHER THAN 'JUST FLYING THE AIRPLANE.' I HAVE BEEN TOLD THAT IS MY JOB 'JUST FLY THE AIRPLANE.' IT IS VERY NORMAL TO RETURN FROM 1 EUROPE TRIP AT XF30 IN THE AFTERNOON AND BE SCHEDULED BACK OUT AT XG30 THE NEXT AFTERNOON. AFTER THIS CURRENT TRIP XA30 AM THE NEXT MORNING. OUR DIVISION DOES NOT KNOW HOW TO SAY NO. ONE OF OUR TRIPS REQUIRED WE DRIVE AT WY00 AM TO PHL. WE ARRIVED PHL AT APPROX XC30. THE AIRPLANE HAD A MECHANICAL PROB WHICH REQUIRED WE FLY TO MONTREAL FOR REPAIRS, WHICH WE DID. WE DEPARTED MONTREAL AFTER COMPLETING REPAIRS AND PICKED UP OUR CHARTER CUSTOMER AT XL00 PM. (FIRST TKOF HAD BEEN AT ABOUT XG00 PM. WE WERE DOING THIS WITH A 3 PLT CREW.) WE FLEW PHH-GANDER ABOUT 2 HRS 45 MINS 1 HR GND TIME THEN TO SHANNON APPROX 5 HRS 15 MINS THEN SOFIA, BULGARIA, APPROX 4 HRS 45 MINS. WHEN WE STARTED THE VOR APCH IN THE WX THE CREW HAD BEEN UP NO LESS THAN 36 HRS. WE ALSO HAVE MAINT ITEMS THAT WE HAVE TO DEAL WITH. WHEN WE HAD ENG PROBS WE WERE NOT ASKED WHAT THE SAFETY CONCERNS WERE, BUT INSTEAD WHO WAS GOING TO PAY FOR IT. WE FLEW THE AIRPLANE ACROSS THE OCEAN, CORPORATION GROUNDED THE AIRPLANE THE NEXT DAY. THIS OP IS AN ACCIDENT WAITING TO HAPPEN.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.