Air Wisconsin Training
 

Any recent new hires get any training information prior to attending ground school? Systems, Limitations, Flow patterns? Also, curious if your conditional letter of employment was emailed or actually mailed?

Thanks,
herby130

i got my email with class details about 5 days before class started. you dont need to know anything for the first day of class just come prepared to have your brain abused for the next 4 weeks.

Thanks for the info....

Study groups and keep your tv off. Your brain will hurt but that was an exciting time. Congrats.

What king said. Are they using the best western or la quinta for a training hotel now?

its the la quinta

i dont work at AWAC but my advice is to find a group but id say not more then 3 or else it becomes less productive. Quiz each other a lot and take turns answering. Also make sure you take breaks and get your mind off things or else you will just be going bonkers. Work hard and pay attention and you'll be fine im sure.

Study hard, but take breaks. Take one day each weekend off completely from studying. Don't study too far ahead. They will let you know what to study each night. Don't get killed by the shuttle bus driver.

What are the mins? The website is showing 1500/100. I thought this was after July/August.

We spent a lot of time in the pool...

[QUOTE=jetstream11;1154287]We spent a lot of time in the pool...[/

So I heAr. I read the newspaper.

How about Jeppesen Binders? Do I need to bring my own or does the company supply them for us? Also, how many do you all carry for your route structure? 1 or 2?

Does AW have a training bond for new hires?

Nope. And they hook you up with 2 Jepp binders

Jeppesen binders are expensive! That is great.

One important tip is to not act like you know more about the CRJ than someone who has 6000 or 7000 hours in it and has been at AWAC 10 years or so.

This does not often lead to success at AWAC (or anywhere else for that matter). Just sayin'..!! :D

Occasionally there are these folks who make it through the pipeline to the line and it's not always a happy ending for them.

Oh, there HAS to be a story here...!

Does the Dennys give you a discount?

Use your imagination! Sometimes these geniuses get through...... AWAC is not the revolving door type of company that some regionals have turned into. Therefore there are a lot of very experienced pilots on line. We love new folks but humbleness and an eagerness to learn are considered virtues. This is not the same as "You are my b***h", but a 1000 CFI who did a course for the CRJ does not an expert make.

This said, 99% of the new folks I fly with are awesome to work with, highly knowledgeable and on the right track. Unfortunately it's the 1% that give everyone else a bad name, like everywhere else in this industry and in life in general.

Any rumors about CLT for a crew base? Any thoughts if CLT would go senior or junior? I live in PNS.

Announcement expected next week. Most people are saying it would go senior.doesn't mean you can't get it as a new hire but you'll be on reserve longer.

I doubt it will be CLT. CAE seems a lot more likely.

Does anyone know if LGA is a senior or junior base?

It appears LGA is senior.

http://www.airlinepilotforums.com/re...ior-bases.html

http://www.airlinepilotforums.com/re...interview.html

http://www.airlinepilotforums.com/re...onsin-qol.html

It is senior at the moment, but if things go the way that they appear to be headed that will quickly change. With overnight aircraft returning to LGA the commutable schedules will quickly dry up, which will lead to a mass exodus of the senior folks.

Announcement came today, RDU officially closing end of June with no replacement domicile.

Sounds like no CLT, CAE, BOS, or any other dream base people were wishing for.

DCA, LGA, ORF, PHL


That's it.

You may be correct, but where are these people going to go? Back to PHL or DCA where they will get an uncommutable schedule there as well? I still think that the top 15 people in LGA will be able to hold a commutable schedule, although with the way this crap company builds schedules, it could be like ORF in no time.

We've noticed many of you guys are single-engine taxiing now. What brought on that change? Last time fuel was high you still would taxi on both engines.

We do it so that Management can get wonderful Christmas bonuses.

I don't SE taxi unless it's in CLT/LGA or there is a long line, really no point. Most times I start 'em both then shut one down if I need to. I wonder what others are doing?

SE taxi in PHL is stupid, you only save the time from the ramp to the 27R crossing then you have to be turning it. That's like 3 minutes tops, maybe 3 gals of gas?

fosters just sent you a PM

You guys make some interesting points, and while I have not had the pleasure of flying the CRJ, on the Boeings, we always taxi out with all turning, and on taxi in with shut one down. Also, at altitude, if LRC is FL370 and .78, if we fly FL350 and .82 to .84, we beat the snot out of the LRC Flight Plan. I realize this may seem like apples and oranges, but I think the wing sweep on your A/C is about the same as the Boeings; 37 degrees (?). FWIW, IMHO. Happy Motoring!

How did you use my numbers? You averaged a 10 min taxi over the entire fleet for a year and added more savings for taxi in. You can't use non-averaged #'s as an average. If you are going to do that you have to use 6 mins as that is the average taxi out. Then you said 5:01 on two engines saves $3.8 mil which was your original math, yet that was for a 10 min taxi plus additional taxi in savings.

You're not being consistent.

I did change them. That is why I posted above and questioned your 3.8 mil savings.

Regardless, getting further away from the point, there is a time and place for SE taxi.

Look at going from 250 to 300 on the flight plan, maybe 100-200# savings in a typical flight. 30# of savings from taxiing. 130-230# of fuel? You are going to be running out of gas by not going econ and not SE taxiing? Not saying you should not do it, but let's cut this dramatic crap. People going balls to the wall aren't anywhere near in danger of flaming out the engines because of it.

Thank you for pointing this out. Telling someone they need to 'practice' this is :eek:

There are a lot of factors in play.

S/E taxi when appropriate but not when not. I'm not interested in showing up at the runway not ready to go because the F/O feels I need 'practice' in how to operate an airplane I have close to 7000 hours flying.

Now you are making things up. Going from 250 to 320 will not double your burn on that flight unless you keep flaps and gear down. Maybe 100#-200# extra.

If this guy truly is a ground instructor I'm guessing this story was fabricated. Also with an alt you'd be planned to land at well over 2900#. So many things not adding up here.

Quite frankly, his grammar has me suspicious of the idea that he is a ground instructor. And I have been posting from a cell phone!

So it was the Capt's last leg before going home, flying fast to make a commute. I am ok with flying a high speed last leg, but why not ask for "Capt's fuel" while still on the ground so you can burn/go fast as much as you want?

Seems like we have been tankering the **** out of certain legs and landing min fuel on others.

is there a way to see your seniority number or see the seniority list for each base somewhere in crew self service?