Compass updates
#7392
Gets Weekends Off
Joined APC: Dec 2013
Posts: 2,237
A large number of airline pilots in Europe and Asia start on the right seat of A320s and B737s with 250-300 hours through cadet programs or specialized training such as the Multi-Crew Pilot License (MPL). As long as the training/upgrade programs do their job in ensuring that nobody gets in either seat without being fully qualified to do so, I don't see an issue with "low time" CA/FOs.
https://en.m.wikipedia.org/wiki/Air_France_Flight_447
What do you think the families of those onboard Colgan 3407 will say if you ask them if experience matters?
#7393
Line Holder
Joined APC: Feb 2012
Posts: 34
Didn't mean to start a ruckus. If offered the left seat in indoc, I personally would want a month or two on the line to at least get accustomed to the new airplane. Just curious how realistic that upgrade was.
I will say that 135 PIC gets you a lot of the decision making that doesn't always come with 1000 hours in the right seat. Plus we may not go into the flight levels, but we shoot approaches just as fast if not faster than the RJs, uncoupled, to 1800RVR.
I will say that 135 PIC gets you a lot of the decision making that doesn't always come with 1000 hours in the right seat. Plus we may not go into the flight levels, but we shoot approaches just as fast if not faster than the RJs, uncoupled, to 1800RVR.
#7394
Gets Weekends Off
Joined APC: May 2008
Position: CRJ FO
Posts: 405
Didn't mean to start a ruckus. If offered the left seat in indoc, I personally would want a month or two on the line to at least get accustomed to the new airplane. Just curious how realistic that upgrade was.
I will say however, that 135 PIC gets you a lot of the decision making that doesn't always come with 1000 hours in the right seat. Plus we may not go into the flight levels, but we shoot approaches just as fast if not faster than the RJs, uncoupled, to 1800RVR.
I will say however, that 135 PIC gets you a lot of the decision making that doesn't always come with 1000 hours in the right seat. Plus we may not go into the flight levels, but we shoot approaches just as fast if not faster than the RJs, uncoupled, to 1800RVR.
And before anybody has a heart attack, my upgrade class of 8 had 1 military, 1 previous 135 and 6 previous 121 pilots. So, for the most part, there's plenty of experience upgrading at Compass.
#7395
Gets Weekends Off
Joined APC: Aug 2013
Posts: 453
Didn't mean to start a ruckus. If offered the left seat in indoc, I personally would want a month or two on the line to at least get accustomed to the new airplane. Just curious how realistic that upgrade was.
I will say that 135 PIC gets you a lot of the decision making that doesn't always come with 1000 hours in the right seat. Plus we may not go into the flight levels, but we shoot approaches just as fast if not faster than the RJs, uncoupled, to 1800RVR.
I will say that 135 PIC gets you a lot of the decision making that doesn't always come with 1000 hours in the right seat. Plus we may not go into the flight levels, but we shoot approaches just as fast if not faster than the RJs, uncoupled, to 1800RVR.
#7396
Gets Weekends Off
Joined APC: Jan 2013
Posts: 1,648
Neither of the Colgan pilots were inexperienced or low time.
#7397
Banned
Joined APC: Jan 2015
Posts: 988
Here we go again. More infinite wisdom from Bzzt.
First of all the Colgan crash wouldn't have happened with the ATP minimums, sincen the Captain was hired at Colgan with 600 hours and wouldn't have been able to upgrade. Add to that his training failures, he probably was glossed over in upgrade.
Let's also look at you comment on them being experienced. They weren't. Listen to their own words explaining their inexperience with icing.
It never ceases to amaze me people still think ATP minimums and all the other changes since that crash wouldn't have changed the outcome.
First of all the Colgan crash wouldn't have happened with the ATP minimums, sincen the Captain was hired at Colgan with 600 hours and wouldn't have been able to upgrade. Add to that his training failures, he probably was glossed over in upgrade.
Let's also look at you comment on them being experienced. They weren't. Listen to their own words explaining their inexperience with icing.
It never ceases to amaze me people still think ATP minimums and all the other changes since that crash wouldn't have changed the outcome.
#7398
Gets Weekends Off
Joined APC: May 2008
Position: CRJ FO
Posts: 405
Captain Marvin Renslow, age 47, had flown 3,379 hours, 261 of them on the Q400 (including 109 as a captain). He previously flew for Gulfstream International Airlines prior to joining Colgan. First Officer Rebecca Lynne Shaw, age 24, of Maple Valley, Washington, had flown 2,200 hours, 772 of them on the Q400.
Ten slow had 152 hours in the Q as FO before upgrading. Renslow was a Captain in 2007 - so just have been close to the 2,500 hour upgrade himself. Shaw got hired at Colgan with 1428 hours.
I guess it depends on your definition of inexperience and low-time.
Ten slow had 152 hours in the Q as FO before upgrading. Renslow was a Captain in 2007 - so just have been close to the 2,500 hour upgrade himself. Shaw got hired at Colgan with 1428 hours.
I guess it depends on your definition of inexperience and low-time.
#7399
Banned
Joined APC: Jan 2015
Posts: 988
FRONTLINE > Business / Economy / Financial > Flying Cheap >
Internal Emails Reveal Doubts About Flight 3407 Pilot
A month later, Renslow who was hired by Colgan in 2005 with only 618 hours of flight time under his belt was given the nod to fly Q400s.
Source: Buffalo News
Colgan Air has revised its pilot hiring standards in a way that would have disqualified someone as inexperienced as the pilot of the doomed Flight 3407, the company said today as hearings into the Feb. 12 crash turned to the company's hiring and employment practices.
In addition, testimony revealed that the copilot of Flight 3407 which crashed into a home in Clarence, killing 50 had a gross annual salary of about $16,254 a year.
The second day of National Transportation Safety Board hearings in the crash moved the focus away from the pilot, Capt. Marvin Renslow, and toward Colgan, the Continental Airlines subcontractor that operated Flight 3407.
Under questioning from investigators, Mary Finnegan, Colgan's vice president for administration, acknowledged that when Renslow was hired, the minimum number of flight hours to be considered for hiring was 600 hours.
Since the Clarence crash, Colgan has boosted its minimum flying requirement for new pilots to 1,000 hours, Finnegan acknowledged.
Internal Emails Reveal Doubts About Flight 3407 Pilot
A month later, Renslow who was hired by Colgan in 2005 with only 618 hours of flight time under his belt was given the nod to fly Q400s.
Source: Buffalo News
Colgan Air has revised its pilot hiring standards in a way that would have disqualified someone as inexperienced as the pilot of the doomed Flight 3407, the company said today as hearings into the Feb. 12 crash turned to the company's hiring and employment practices.
In addition, testimony revealed that the copilot of Flight 3407 which crashed into a home in Clarence, killing 50 had a gross annual salary of about $16,254 a year.
The second day of National Transportation Safety Board hearings in the crash moved the focus away from the pilot, Capt. Marvin Renslow, and toward Colgan, the Continental Airlines subcontractor that operated Flight 3407.
Under questioning from investigators, Mary Finnegan, Colgan's vice president for administration, acknowledged that when Renslow was hired, the minimum number of flight hours to be considered for hiring was 600 hours.
Since the Clarence crash, Colgan has boosted its minimum flying requirement for new pilots to 1,000 hours, Finnegan acknowledged.
#7400
Line Holder
Joined APC: Feb 2012
Posts: 34
How fast are you shooting an approach in the 135 world? Max landing weight Vref for the CRJ-200 was around 142 before adding any wind or gust factor etc speed bump.
And before anybody has a heart attack, my upgrade class of 8 had 1 military, 1 previous 135 and 6 previous 121 pilots. So, for the most part, there's plenty of experience upgrading at Compass.
And before anybody has a heart attack, my upgrade class of 8 had 1 military, 1 previous 135 and 6 previous 121 pilots. So, for the most part, there's plenty of experience upgrading at Compass.
I certainly agree and didn't take it as such, just providing some alternative perspective for anyone concerned about the 135 guys. I know of at least 1 guy who's just finishing indoc that turned down the upgrade until he could get some experience in the airplane first. I'd probably do the same to make sure I'm comfortable.
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