South African Airways no longer wants white pilots

Cadet pilot training course applications from white men are no longer being accepted by the SA Airways (SAA), it was reported on Friday.

SAA spokesman Kabelo Ledwaba told Beeld that the cadet programme was being advertised online as an initiative to bring pilot demographics in line with the country’s broader demographics.

“Only 15 percent of SAA’s pilots are currently black, and this includes Indians and coloureds. The rest are white, and 91 percent of them are men.”

Ledwaba said the airline would appoint male, white pilots when there were vacant posts for which applicants of other races could not be found.

Beeld had asked why white applicants were being rejected across the board.

An irate father had called the newspaper to complain that his son, who had a commercial pilot’s licence and met the educational and physical criteria, had been rejected on the grounds of race.

By filling out several dummy applications, Beeld established that the online form had been programmed to reject any white applicants. – Sapa

Tags: affirmative action, anti-white, pilots, race, racial preferences, South Africa, South African Airways

http://praag.org/?p=1107

 

I can see their point

 

In ANY case, it should be best man for the job (regardless of their skin color)

 

That's too over simplified for an area like that. The systematic racism of that region for so long makes it almost impossible for blacks to compete on the same level as whites. Its gonna take some time to create an even playing field.

 

you'd be perfectly okay for underqualified blacks to get jobs ahead of qualified white pilots then?
You'd be okay flying in a plane where the pilot is underqualified? lmao this fuckin guy:smt043

 

Not at all but putting in extra effort to train those black pilots would be suitable. You can't hold down people for decades and then say "Ok apartheid is over go out there and fend for yourself" its unrealistic. South African citizens should be trained and made first priority when it comes to jobs in their own homeland.
Its not a simple color thing.

 

Wrong way to handle it IMO.
We're talking about airline pilots, not bus drivers...not disrespecting bus drivers BTW. If two applicants are EQUALLY qualified with similar training and experience, then okay implement a quota.

But you can't go promoting pilots based on a quota and cut corners on the evaluating criteria.

 

You can't fix racism in a day week or month with putting the wrong person at the controls of a plane. You can kill a bunch of people. They have the right idea but are implementing it wrong. Tdk is booked on their next flight. :smt095

 

Thanks Jordie lol

 

Good post.

 

100% right!

it must be about skills and not about skin color!

 

That's fucked up bro.

I don't give a shit about their percentage. I want the best pilots in the cockpit.

With the full training and experience over the years.

This shit is not a game, this is about who is best for the job period.

A commercial airline pilot holds the lives of hundreds of people in his hands when he takes the controls.

This is discrimination pure and simple, however its presented.

If you are white don't bother applying we don't need you, got too many of you already. Wow.

How is someone who is white in South Africa supposed to take that.

To be honest if I was white in South Africa I think I would pack my shit and leave for UK, Australia, US, etc.

Between the violent crime rates and nonsense like this, the place would seem unlivable in a rainbow democracy as they call South Africa after Apartheid.

 

So how would you suggest evening the playing field then?

 

The pilots reaction and skill means you will live or die. Not whether they serve coke or pepsi or the color of the pilots skin.

Here is one...maybe you remember?? The skills of who is at the controls DOES MATTER.







http://en.wikipedia.org/wiki/American_Airlines_Flight_587


American Airlines Flight 587
From Wikipedia, the free encyclopedia
American Airlines Flight 587

An American Airlines Airbus A300, a similar aircraft to the one involved in the incident.
Accident summary
Date November 12, 2001
Type Pilot error in response to wake turbulence
Site Queens, New York City, U.S.
Passengers 251
Crew 9
Injuries 1 (ground)
Fatalities 265 (including 5 on the ground)
Survivors 0
Aircraft type Airbus A300-600
Operator American Airlines
Tail number N14053
Flight origin John F. Kennedy International Airport
Destination Las Américas International Airport, Dominican Republic
American Airlines Flight 587 was a regularly scheduled passenger flight from John F. Kennedy International Airport in New York City to Las Américas International Airport in the Dominican Republic. On November 12, 2001 the Airbus A300 operating the route crashed into the Belle Harbor neighborhood of Queens, a borough of New York City shortly after takeoff. All 260 people on board were killed, along with five people on the ground. The accident has the second highest death toll of any incident involving an Airbus A300, after Iran Air Flight 655. The accident is also the second deadliest aviation accident to occur on U.S. soil, after American Airlines Flight 191. When it occurred, it became the deadliest aviation accident since the Charkhi Dadri mid-air collision.
The accident took place two months after the September 11 attacks on the World Trade Center in Manhattan. Several factors, such as the date, time, aircraft size, airline, eyewitness accounts, and location in New York, raised concerns that the crash was caused by another terrorist attack.[1] According to Northeast Intelligence Network, Al-Qaeda listed the crash among its successes,[2] and a Canadian militant cooperating with authorities suggested that it had been brought down with a shoe bomb. Nonetheless, terrorism was officially ruled out as the cause by the National Transportation Safety Board, which instead attributed the disaster to the first officer's overuse of rudder controls in response to wake turbulence released by a Japan Airlines Boeing 747-400.
Contents [hide]
1 Cultural background
2 Summary of the accident
3 Investigation
4 Aftermath
5 Cause
5.1 Terrorist claims
5.2 NTSB findings
6 Victims
7 Memorial
8 Television documentaries
9 See also
10 Notes
11 References
12 External links
[edit]Cultural background

In 2001 there were 51 weekly direct flights between New York City and the Dominican Republic, with additional flights offered in December. Most of the flights were offered by American Airlines,[3] and the airline was described as having a virtual monopoly on the route.[4] Around 90% of the passengers on the accident flight were of Dominican descent.[5]
The Guardian describes the flight as having "cult status" in Washington Heights, a Dominican area of Manhattan.[5] Belkis Lora, a relative of a passenger on the crashed flight, said "Every Dominican in New York has either taken that flight or knows someone who has. It gets you there early. At home there are songs about it."[5] Kugel said "For many Dominicans in New York, these journeys home are the defining metaphor of their complex push-pull relationship with their homeland; they embody, vividly and poignantly, the tug between their current lives and their former selves. That fact gave Monday's tragedy a particularly horrible resonance for New York's Dominicans."[3] He also said "Even before Monday's crash, Dominicans had developed a complex love-hate relationship with American Airlines, complaining about high prices and baggage restrictions even while favoring the carrier over other airlines that used to travel the same route."[4] David Rivas, the owner of the New York City travel agency Rivas Travel, said "For the Dominican to go to Santo Domingo during Christmas and summer is like the Muslims going to Mecca."[6] In 1996 Kinito Mendez played the song El avión which mentions Flight 587.[7]
The crash did not affect bookings for the New York to Santo Domingo route. Dominicans continued to book travel on the flights.[6]
[edit]Summary of the accident



Flight 587, circled in white, can briefly be seen in this video still moving downward with a white streak behind the aircraft. This video, released by the NTSB, was recorded by a toll-booth camera located on the Marine Parkway-Gil Hodges Memorial Bridge.[8]
On November 12, 2001, about 09:16 eastern standard time, American Airlines flight 587, N14053, an Airbus A300-605R delivered in 1988 and powered by two General Electric CF6-80C2A5 engines,[9] crashed into Belle Harbor, a New York City residential area, shortly after takeoff from John F. Kennedy International Airport, New York. Flight 587 was a regularly scheduled passenger flight to Las Américas International Airport, Santo Domingo, Dominican Republic, with 2 flight crew members, seven flight attendants, and 251 passengers aboard the plane. Ed States served as the captain, and Sten Molin served as the first officer.
The plane's vertical stabilizer and rudder separated in flight and fell into Jamaica Bay, about 1 mile north of the main wreckage site. The plane's engines subsequently separated in flight and fell several blocks north and east of the main wreckage site. All 260 people aboard the plane and 5 people on the ground died, and the impact forces and a post-crash fire destroyed the plane. Flight 587 operated under the provisions of 14 Code of Federal Regulations Part 121 on an instrument flight rules flight plan. Visual meteorological conditions (VMC) prevailed at the time of the accident.
[edit]Investigation



National Transportation Safety Board (NTSB) employee Brian Murphy (second from right) updates NTSB Chairman Marion Blakey (third from right) on the investigation of the tail fin and rudder from AA flight 587 (February 11, 2002)
The A300-600 took off immediately after a Japan Airlines Boeing 747-400 on the same runway. It flew into the larger jet's wake, an area of turbulent air. The first officer attempted to keep the plane upright with alternating aggressive rudder inputs. The strength of the air flowing against the moving rudder stressed the aircraft's vertical stabilizer and eventually snapped it off entirely, causing the aircraft to lose control and crash. The National Transportation Safety Board (NTSB) concluded that the enormous stress on the rudder was due to the first officer's "unnecessary and excessive" rudder inputs, and not the wake turbulence caused by the 747. The NTSB further stated "if the first officer had stopped making additional inputs, the aircraft would have stabilized".[10] Contributing to these rudder pedal inputs were characteristics of the Airbus A300-600 sensitive rudder system design and elements of the American Airlines Advanced Aircraft Maneuvering Training Program.[11]
The manner in which the vertical stabilizer separated concerned investigators. The vertical stabilizer is connected to the fuselage with six attaching points. Each point has two sets of attachment lugs, one made of composite material, another of aluminum, all connected by a titanium bolt; damage analysis showed that the bolts and aluminum lugs were intact, but not the composite lugs. This, coupled with two events earlier in the life of the aircraft, namely delamination in part of the vertical stabilizer prior to its delivery from the manufacturer and an encounter with heavy turbulence in 1994, caused investigators to examine the use of composites.[12] The possibility that the composite materials might not be as strong as previously supposed was a cause of concern because they are used in other areas of the plane, including the engine mounting and the wings. Tests carried out on the vertical stabilizers from the accident aircraft, and from another similar aircraft, found that the strength of the composite material had not been compromised, and the NTSB concluded that the material had failed because it had been stressed beyond its design limit, despite ten previous recorded incidents where A300 tail fins had been stressed beyond their design limitation in which none resulted in the separation of the vertical stabilizer in-flight.[11]
The official NTSB report of October 26, 2004 stated that the cause of the crash was the overuse of the rudder to counter wake turbulence.[13]
The crash was witnessed by hundreds of people, 349 of whom gave accounts of what they saw to the NTSB. About half (52%) reported a fire or explosion before the plane hit the ground. Others stated that they saw a wing detach from the aircraft, when in fact it was the vertical stabilizer.[14]
After the crash, Floyd Bennett Field's empty hangars were used as a makeshift morgue for the identification of crash victims.[15]
[edit]Aftermath

Since the NTSB's report, American Airlines has modified its pilot training program.[16] Previous simulator training did not properly reflect "the actual large build-up in sideslip angle and sideloads that would accompany such rudder inputs in an actual airplane", according to the NTSB final report.[17]
Flight 587 no longer exists. The flight route designation for the flight between JFK and Santo Domingo is now Flight 1749 using a Boeing 767-300 or the Boeing 757-200.
American Airlines retired all its Airbus A300-600 Aircraft from service eight years after the accident (and 21 years in service) in August, 2009, with its last flight, flight 1908 from Miami to New York-JFK operating on August 24, 2009.

 

thank you very much

there's so much more going on from a sociological standpoint, as well as psychological to just ignore the vast gap

 

http://www.guardian.co.uk/commentis...2/affirmative-action-enemy-education-equality

not quite airline pilot related, but worth a read in the area of affirmative action anyway

 

Initially i was about to say i support the policy but its clearly discriminatory. I agree with GQ that the admission can be done based the size of the population of a particular race. Maybe for every 4 blacks you could pick 1 white.

 

I'd rather somebody who is best for the job and can operate with great efficiency.

 

Whatever they do they better make darn sure that those pilots they have operating a plane are fully qualified as the ones they choose to deny for simply being white no matter those individual qualifications.

Flying a plane is not like other arenas that can be overlooked in merit for the sake of evening the playing field. It comes with a huge accountability.

Either you are up to par or you don't belong in that seat holding civilian lives in your hands.

The standards and qualities to be met in pilot experience and training should be rigorously upheld no matter what.