Go for the Quick Upgrade
03-02-2015, 01:02 AM
#1
Gets Weekends Off
Thread Starter
Joined APC: Jul 2012
Posts: 138
Go for the Quick Upgrade
There is an "Elephant in the Room" that no one wants to address.
The 'Quick Upgrade'.
Go to the regional that you can upgrade to Captain the quickest.
But when are you really ready for it?
Sure, as I've heard for years, you can land the aircraft as good as I can. Yes, you can mash the buttons on the FMS faster than I can. Yes. you went through systems class last year, I went through 10 years ago when nobody knew the ramifications of the systems and how they have played out since.
But are you really ready to be a Captain?
Company tells you to ferry the aircraft without a critical engine instrument (torque/fuel flow/etc) Can you stand up to that? The winglet was damaged by a tug, but they speed taped it and "should be good to ferry to maintenance"?
You got the guts to refuse? Or just "do it and grieve it " later?
You have two FA's that don't get along over something stupid en route to the out station and refuses to fly back to the hub with them? What you gonna do now, college boy?
The gate agent refuses to deal with the jump seater that has his nose pressed to the window 20 minutes before the last departure.
The FA's have a squabble with gate agent over who gets to sit in the last First Class seat.
Company requests you to extend your duty day: works for you. FO has to buy a motel on his dime, FA's are stranded,what do you decide? Best for you? And screw the crew? Or best for the crew and suck it up?
Too many scenarios to post, and others may bring up others. But being a "Captain" involves more than your ability to fly the aircraft.
But at 1500 hours or 2500 hours or 3000 hours? Do hours matter?
"Yep, I can handle it , I'm ready to be Captain"
Really?
The 'Quick Upgrade'.
Go to the regional that you can upgrade to Captain the quickest.
But when are you really ready for it?
Sure, as I've heard for years, you can land the aircraft as good as I can. Yes, you can mash the buttons on the FMS faster than I can. Yes. you went through systems class last year, I went through 10 years ago when nobody knew the ramifications of the systems and how they have played out since.
But are you really ready to be a Captain?
Company tells you to ferry the aircraft without a critical engine instrument (torque/fuel flow/etc) Can you stand up to that? The winglet was damaged by a tug, but they speed taped it and "should be good to ferry to maintenance"?
You got the guts to refuse? Or just "do it and grieve it " later?
You have two FA's that don't get along over something stupid en route to the out station and refuses to fly back to the hub with them? What you gonna do now, college boy?
The gate agent refuses to deal with the jump seater that has his nose pressed to the window 20 minutes before the last departure.
The FA's have a squabble with gate agent over who gets to sit in the last First Class seat.
Company requests you to extend your duty day: works for you. FO has to buy a motel on his dime, FA's are stranded,what do you decide? Best for you? And screw the crew? Or best for the crew and suck it up?
Too many scenarios to post, and others may bring up others. But being a "Captain" involves more than your ability to fly the aircraft.
But at 1500 hours or 2500 hours or 3000 hours? Do hours matter?
"Yep, I can handle it , I'm ready to be Captain"
Really?
03-02-2015, 01:27 AM
#2
Gets Weekends Off
Joined APC: Jun 2013
Posts: 806
This reminds me of the good ol' "FAA minimums" debacle. Just because you can legally get a pilot's license in 40 hours doesn't mean that you should or will and most people get it in double that time. I know I'm comparing apples to oranges here but you get the point.
On the other hand, your company will hopefully not upgrade you if you can't get through the training, which, covers a ton of scenarios like the ones you mention -- but I agree that upgrading to Captain at 1000 SIC may not give someone the right exposure to all the elements involved.
The aircraft ferry on the other hand - you're the PIC and you should never be coerced or pressed to fly something that will make the flight less safe. Aren't you the captain?
On the other hand, your company will hopefully not upgrade you if you can't get through the training, which, covers a ton of scenarios like the ones you mention -- but I agree that upgrading to Captain at 1000 SIC may not give someone the right exposure to all the elements involved.
The aircraft ferry on the other hand - you're the PIC and you should never be coerced or pressed to fly something that will make the flight less safe. Aren't you the captain?
03-02-2015, 03:02 AM
#4
Gets Weekends Off
Joined APC: Oct 2012
Posts: 241
You might have a point for some that are lucky enough to have this problem but a great many of us have been right seat for years. Those of us who flew single pilot IFR freight after being a CFI and have actually had opportunity to see real problems will see most of what you said trivial, especially regarding gate agent and flight attendant issues. You think that some speed tape or an MEL on a fuel flow on a multimillion dollar triple redundant machine is scary? The problem of having the opportunity to upgrade when you do not feel you are ready is a very good problem to have, bypass get more comfortable and gain confidence then when you do upgrade go strait to having a good line.
03-02-2015, 04:05 AM
#6
Gets Weekends Off
Joined APC: Jul 2013
Posts: 10,033
That's one reason why you get paid the big bucks. You get to be a mentor to your FOs and instead of making decisions and not explaining your thinking, you get to walk the guy who will be in your seat in a year through your reason.
03-02-2015, 05:10 AM
#10
Gets Weekends Off
Joined APC: Oct 2013
Position: Prone
Posts: 399
This is actually a great post; I can identify with the point the OP is trying to make. I'm very unusual in the sense that I have lower total time than most tenured 121 FO's, but I'm a Part 91 Falcon 2000EX Captain. Going from Part 121 to Part 91 is probably the best thing that could have ever happened to me with respect to honing my decision making skills.
I'm very fortunate to have a boss that has really taken me under his wing and walked me through his decision making, like someone else posted here. The learning curve was pretty much straight up when I first started (this is my first 91 job). I hope those who are aspiring to do the quick upgrade thing without being subject to flying in conditions and situations that demand good decision making (such as single pilot cargo) pay very close attention.
I'm very fortunate to have a boss that has really taken me under his wing and walked me through his decision making, like someone else posted here. The learning curve was pretty much straight up when I first started (this is my first 91 job). I hope those who are aspiring to do the quick upgrade thing without being subject to flying in conditions and situations that demand good decision making (such as single pilot cargo) pay very close attention.
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