AA procedures
02-22-2013, 05:08 AM
#92
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Joined APC: May 2005
Position: Recalled....
Posts: 218
Originally Posted by cactiboss
Looks like we are going to AA procedures so they can get to single certificate faster. Once single certificate is issued they might look at them again.
Will it cost more to change 8500 pilots to the LCC standards/procedures (allowing a 12 month training cycle) or will it cost more to bring 5000 pilots to AA stan/proc, but reducing the training cycle to 9 months?
Or some hybrid? (I.E. Airbus procedures will be LCC, 757/767 will switch to AA procedures, and 737-400/737 NG will remain separate each with their respective procedures -- until the 400s are gone).
Trust me, nothing is set in stone yet. (The Feds haven't even decided which CMO Office/Region will keep the certificate. The Eastern region -- in which PIT is -- needs to keep a CMO in order to maintain staffing). We are a long way off from a single-certificate, so no need for either side to panic (or rejoice) yet...
02-22-2013, 06:17 AM
#93
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Joined APC: Nov 2011
Position: A320 Capt
Posts: 5,294
Originally Posted by Bad-Andy
Where did you hear that? As of Monday, the official word is -- there is no decision yet. They're working on cost analysis of both...
Will it cost more to change 8500 pilots to the LCC standards/procedures (allowing a 12 month training cycle) or will it cost more to bring 5000 pilots to AA stan/proc, but reducing the training cycle to 9 months?
Or some hybrid? (I.E. Airbus procedures will be LCC, 757/767 will switch to AA procedures, and 737-400/737 NG will remain separate each with their respective procedures -- until the 400s are gone).
Trust me, nothing is set in stone yet. (The Feds haven't even decided which CMO Office/Region will keep the certificate. The Eastern region -- in which PIT is -- needs to keep a CMO in order to maintain staffing). We are a long way off from a single-certificate, so no need for either side to panic (or rejoice) yet...
Will it cost more to change 8500 pilots to the LCC standards/procedures (allowing a 12 month training cycle) or will it cost more to bring 5000 pilots to AA stan/proc, but reducing the training cycle to 9 months?
Or some hybrid? (I.E. Airbus procedures will be LCC, 757/767 will switch to AA procedures, and 737-400/737 NG will remain separate each with their respective procedures -- until the 400s are gone).
Trust me, nothing is set in stone yet. (The Feds haven't even decided which CMO Office/Region will keep the certificate. The Eastern region -- in which PIT is -- needs to keep a CMO in order to maintain staffing). We are a long way off from a single-certificate, so no need for either side to panic (or rejoice) yet...
How ya been?
02-22-2013, 10:18 AM
#94
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Joined APC: Apr 2008
Posts: 3,240
Originally Posted by Bad-Andy
Where did you hear that? As of Monday, the official word is -- there is no decision yet. They're working on cost analysis of both...
Will it cost more to change 8500 pilots to the LCC standards/procedures (allowing a 12 month training cycle) or will it cost more to bring 5000 pilots to AA stan/proc, but reducing the training cycle to 9 months?
Or some hybrid? (I.E. Airbus procedures will be LCC, 757/767 will switch to AA procedures, and 737-400/737 NG will remain separate each with their respective procedures -- until the 400s are gone).
Trust me, nothing is set in stone yet. (The Feds haven't even decided which CMO Office/Region will keep the certificate. The Eastern region -- in which PIT is -- needs to keep a CMO in order to maintain staffing). We are a long way off from a single-certificate, so no need for either side to panic (or rejoice) yet...
Will it cost more to change 8500 pilots to the LCC standards/procedures (allowing a 12 month training cycle) or will it cost more to bring 5000 pilots to AA stan/proc, but reducing the training cycle to 9 months?
Or some hybrid? (I.E. Airbus procedures will be LCC, 757/767 will switch to AA procedures, and 737-400/737 NG will remain separate each with their respective procedures -- until the 400s are gone).
Trust me, nothing is set in stone yet. (The Feds haven't even decided which CMO Office/Region will keep the certificate. The Eastern region -- in which PIT is -- needs to keep a CMO in order to maintain staffing). We are a long way off from a single-certificate, so no need for either side to panic (or rejoice) yet...
02-22-2013, 02:08 PM
#95
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Originally Posted by cactiboss
From dfw meeting. Although to clarify the bus keeps current us procedures and the us boeing fleet goes to aa procedures and all go to aa fom
Andy
02-22-2013, 02:27 PM
#96
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Originally Posted by R57 relay
On one of the conference calls Parker said that they learned from our merger that it was easier to have the smaller group move to the larger groups procedures (I'm not sure if procedures was the word he said). I took it to mean things like res migration and IT since those were two of the biggest issues with AA/US, not necessarily every little thing we do. At least I hope not. I think there is time to try and look for the best of both.
How ya been?
How ya been?
02-22-2013, 03:45 PM
#97
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Joined APC: Jul 2012
Position: AB 320 Captain
Posts: 355
There will be a power struggle for control of the training dept. just like every other merger. Best procedures from each carrier is wishful thinking. For one group to admit the other had a better procedure is unlikely. Management will choose who the team players are and let them decide on the procedures.
02-23-2013, 07:21 AM
#100
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Joined APC: Nov 2012
Posts: 119
Originally Posted by ForeverFO
I had a leg out of San Salvador a year ago... at 100 knots, I'm feeling uneasy because it didn't seem like the airplane is accelerating well, and am about to mention it when the CA says "rotate."
My IAS now says 80 knots. We're obviously much. much faster than 80. I check his side and the standby, and we're at V1. Away we go.
Now I've got continuous stick shaker, IAS disagree, altitude disagree, 2 or 3 other issues, including weird stick forces. His side is the "good" side. We level 2,000' as we turn to downwind.
I ask him "You got all the good instruments. You ready to fly this?"
"Naah, you're doing fine. It's VMC. You land it. I'll do the checklist." So I do, by referencing CA and SBY airspeed and altitude.
Point being, the CA as PIC has complete latitude to designate. To this day I thought it was odd that he didn't take the jet. In the end, we found out that my AOA vane had departed the aircraft (738) and this caused far more problems that I would have suspected.
The culture at AA is fine. As FO, you will have plenty to do and there is a lot of trust between crew to get the job done.
My IAS now says 80 knots. We're obviously much. much faster than 80. I check his side and the standby, and we're at V1. Away we go.
Now I've got continuous stick shaker, IAS disagree, altitude disagree, 2 or 3 other issues, including weird stick forces. His side is the "good" side. We level 2,000' as we turn to downwind.
I ask him "You got all the good instruments. You ready to fly this?"
"Naah, you're doing fine. It's VMC. You land it. I'll do the checklist." So I do, by referencing CA and SBY airspeed and altitude.
Point being, the CA as PIC has complete latitude to designate. To this day I thought it was odd that he didn't take the jet. In the end, we found out that my AOA vane had departed the aircraft (738) and this caused far more problems that I would have suspected.
The culture at AA is fine. As FO, you will have plenty to do and there is a lot of trust between crew to get the job done.
) These scenarios are never run perfectly, but I like how yours was handled. Thanks for sharing that one.
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