Compass updates
06-29-2015, 11:24 PM
#7401
Gets Weekends Off
Joined APC: Aug 2014
Posts: 191
Originally Posted by 404yxl
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.
06-30-2015, 05:54 AM
#7402
Gets Weekends Off
Joined APC: Mar 2006
Position: B737 Captain
Posts: 111
All military guy here who just completed Compass IOE. Overall, the E-175 is a great airplane. It's very comfortable and has excellent avionics...and most importantly, has an APU that blows cold air. It's not without a few quirks; every airplane has them.
I refuse to wade into the pool of who should/shouldn't upgrade at CPZ, or the overall experience level of the changing demographics of the CPZ new hires. I will state, however, the E-175 is a slick airplane that can/will present challenges during approach, especially visuals, where ATC tends to keep you high and fast. I got pinned a couple of times on my first trip and this isn't my first dance in a high performance swept wing jet.
I've begun work on a E-175 TTP (Tactics, Techniques & Procedures) to help newbies think about energy management. I'm in no way suggesting I'm the E-175 Messiah, but I am asking the right questions to the right people with the requisite level of experience. I acknowledge I'll likely take some good-natured spears from folks for evoking "TTPs", but after flying four different airplanes in the Air Force I've found that type of information certainly helps during transition.
Anyone interested in the E-175 TTP feel free to contact me. Genuine feedback is always appreciated. My initial thoughts are to focus first on the different ways to get down; VNAV, FLCH, VS, FPA...then aircraft configurations in said modes (flaps, speed brakes, or both). After that, I'll add Lessons Learned from line guys about different scenarios: i.e., you're on downwind at 250kts and 9000 ft (SFO), and you are about to get slam dunked.
Thoughts?
I refuse to wade into the pool of who should/shouldn't upgrade at CPZ, or the overall experience level of the changing demographics of the CPZ new hires. I will state, however, the E-175 is a slick airplane that can/will present challenges during approach, especially visuals, where ATC tends to keep you high and fast. I got pinned a couple of times on my first trip and this isn't my first dance in a high performance swept wing jet.
I've begun work on a E-175 TTP (Tactics, Techniques & Procedures) to help newbies think about energy management. I'm in no way suggesting I'm the E-175 Messiah, but I am asking the right questions to the right people with the requisite level of experience. I acknowledge I'll likely take some good-natured spears from folks for evoking "TTPs", but after flying four different airplanes in the Air Force I've found that type of information certainly helps during transition.
Anyone interested in the E-175 TTP feel free to contact me. Genuine feedback is always appreciated. My initial thoughts are to focus first on the different ways to get down; VNAV, FLCH, VS, FPA...then aircraft configurations in said modes (flaps, speed brakes, or both). After that, I'll add Lessons Learned from line guys about different scenarios: i.e., you're on downwind at 250kts and 9000 ft (SFO), and you are about to get slam dunked.
Thoughts?
06-30-2015, 06:38 AM
#7403
Line Holder
Joined APC: May 2013
Posts: 52
Originally Posted by asupilot
All military guy here who just completed Compass IOE. Overall, the E-175 is a great airplane. It's very comfortable and has excellent avionics...and most importantly, has an APU that blows cold air. It's not without a few quirks; every airplane has them.
I refuse to wade into the pool of who should/shouldn't upgrade at CPZ, or the overall experience level of the changing demographics of the CPZ new hires. I will state, however, the E-175 is a slick airplane that can/will present challenges during approach, especially visuals, where ATC tends to keep you high and fast. I got pinned a couple of times on my first trip and this isn't my first dance in a high performance swept wing jet.
I've begun work on a E-175 TTP (Tactics, Techniques & Procedures) to help newbies think about energy management. I'm in no way suggesting I'm the E-175 Messiah, but I am asking the right questions to the right people with the requisite level of experience. I acknowledge I'll likely take some good-natured spears from folks for evoking "TTPs", but after flying four different airplanes in the Air Force I've found that type of information certainly helps during transition.
Anyone interested in the E-175 TTP feel free to contact me. Genuine feedback is always appreciated. My initial thoughts are to focus first on the different ways to get down; VNAV, FLCH, VS, FPA...then aircraft configurations in said modes (flaps, speed brakes, or both). After that, I'll add Lessons Learned from line guys about different scenarios: i.e., you're on downwind at 250kts and 9000 ft (SFO), and you are about to get slam dunked.
Thoughts?
I refuse to wade into the pool of who should/shouldn't upgrade at CPZ, or the overall experience level of the changing demographics of the CPZ new hires. I will state, however, the E-175 is a slick airplane that can/will present challenges during approach, especially visuals, where ATC tends to keep you high and fast. I got pinned a couple of times on my first trip and this isn't my first dance in a high performance swept wing jet.
I've begun work on a E-175 TTP (Tactics, Techniques & Procedures) to help newbies think about energy management. I'm in no way suggesting I'm the E-175 Messiah, but I am asking the right questions to the right people with the requisite level of experience. I acknowledge I'll likely take some good-natured spears from folks for evoking "TTPs", but after flying four different airplanes in the Air Force I've found that type of information certainly helps during transition.
Anyone interested in the E-175 TTP feel free to contact me. Genuine feedback is always appreciated. My initial thoughts are to focus first on the different ways to get down; VNAV, FLCH, VS, FPA...then aircraft configurations in said modes (flaps, speed brakes, or both). After that, I'll add Lessons Learned from line guys about different scenarios: i.e., you're on downwind at 250kts and 9000 ft (SFO), and you are about to get slam dunked.
Thoughts?
The training department does a really good job but visuals and high-energy slam dunks can always use attention since that's what we wind up doing most often out on the line.
It's pretty natural now after ~1,000 hours in the thing, but for sure losing energy on a slam dunk was the biggest challenge when I hit IOE, and I had a fair amount of piston/turboprop 135 PIC time.
06-30-2015, 07:08 AM
#7404
Gets Weekends Off
Joined APC: Oct 2014
Position: Bent Over
Posts: 225
Originally Posted by PowerMan
I think our IT department must be "low-time"....
I've been trying to figure out why those guys haven't been fired and replaced with people that can keep our systems running...but then I realized HR can't schedule the exit interview meeting since their email is down.
06-30-2015, 07:35 AM
#7405
Gets Weekends Off
Joined APC: Jun 2009
Posts: 1,097
Originally Posted by EuroMexPilot
LoL... This is so true.
I've been trying to figure out why those guys haven't been fired and replaced with people that can keep our systems running...but then I realized HR can't schedule the exit interview meeting since their email is down.
I've been trying to figure out why those guys haven't been fired and replaced with people that can keep our systems running...but then I realized HR can't schedule the exit interview meeting since their email is down.
06-30-2015, 07:49 AM
#7406
Gets Weekends Off
Joined APC: Oct 2014
Position: Bent Over
Posts: 225
Originally Posted by TillerEnvy
It's not just the email that is down a lot, it's the company Intranet that is straight outta 1982. The most antiquated page I've ever seen. But, alas, I'm sure that TSH that won't spend the money required to give us a usable Intranet.
Has anyone got a sneak peak into the Lufthansa stuff yet? Is it supposed to be any better?
06-30-2015, 08:27 AM
#7407
Line Holder
Joined APC: Jun 2007
Position: C172 Right Seat
Posts: 36
Originally Posted by SurfNsun
...if these are your companies biggest problems (worth posting on a forum about) I would say things aren't so bad. Quit your gripping & go study for upgrade.
06-30-2015, 08:35 AM
#7408
Gets Weekends Off
Joined APC: Jul 2013
Posts: 10,102
Originally Posted by EuroMexPilot
For sure man. I can't believe coming from XJT which had an amazing crew/flight track software and the need to know only your employee number and ONE password to this has been a bit of a shell shock. I now have what??? SIX user names and corresponding passwords? None of them are the same except webmail and intranet, and the need to change the email password once a month is fantastic too.
Has anyone got a sneak peak into the Lufthansa stuff yet? Is it supposed to be any better?
Has anyone got a sneak peak into the Lufthansa stuff yet? Is it supposed to be any better?
06-30-2015, 08:54 AM
#7409
Gets Weekends Off
Joined APC: Oct 2014
Position: Bent Over
Posts: 225
Originally Posted by SurfNsun
...if these are your companies biggest problems (worth posting on a forum about) I would say things aren't so bad. Quit your griping & go study for upgrade.
No one voted you forum monitor and you don't get to decide what topics people can write about or not.
Is this a huge issue? Nah...not at all.
And thanks for your concern, but I have been successful in my studies thus far without you.
06-30-2015, 08:59 AM
#7410
Gets Weekends Off
Joined APC: Oct 2009
Posts: 270
I'm betting the next big upgrade bid hits guys still in new hire orientation. Any takers?
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