Compass Updates - Saga Continues
#661
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Joined APC: Nov 2014
Posts: 302
Freight pilots are less likely to stall the plane turning base in LAX. Anyone who defends low experience doesn't see the big picture. Can a 200 hr pilot learn normal procedures just as well if not better than the guy with experience? Sure, but that's not the point. Colgan anyone?
#662
Gets Weekends Off
Joined APC: Nov 2014
Posts: 302
All i'm saying is complacency is the enemy. All that experience is moot if the pilot becomes too comfortable.
Last edited by GreatBigSea; 04-26-2016 at 01:23 PM.
#663
Gets Weekends Off
Joined APC: Dec 2014
Posts: 128
I said less likely. There are mediocre pilots in freight as well.
#666
Gets Weekends Off
Joined APC: Sep 2014
Position: backseat
Posts: 103
When hiring is booming, the regionals have hired low timers for the right seat since the regionals were invented. United hired pilots with 300 hrs in the sixties when available pilots were hard to come by. All these companies rely on the CAs to keep the plane out of trouble.
When I was a CA at Mesa, 90% of their new-hires came from their training program in Farmington. Those pilots had about 350hrs total. I flew with a different one every month. Some were great, better than FOs with 2 years on the line, others not so great. What I learned from them was that it does not matter how many hrs you have in your log book. It is what you have learned during that time.
When I was a CA at Mesa, 90% of their new-hires came from their training program in Farmington. Those pilots had about 350hrs total. I flew with a different one every month. Some were great, better than FOs with 2 years on the line, others not so great. What I learned from them was that it does not matter how many hrs you have in your log book. It is what you have learned during that time.
#667
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Joined APC: Aug 2015
Posts: 171
I dont know if we changed our hiring mins, I highly doubt we did. But as long as new hires start class with 25 multi (actual time), the 25 you get in the sim during training counts towards the 50 for the ATP.
A guy in my class had that same question. He started with 25.3 or something like that.
However, he had his written done before the deadline. So no ATP-CTP course or whatever that new BS is. That could very well be the reason why 25 was ok for him, and not for people who dont have the written yet. I dont know what is required for that new ATP written course.
A guy in my class had that same question. He started with 25.3 or something like that.
However, he had his written done before the deadline. So no ATP-CTP course or whatever that new BS is. That could very well be the reason why 25 was ok for him, and not for people who dont have the written yet. I dont know what is required for that new ATP written course.
On a separate note, I found the ATP CTP program surprisingly useful and not a waste of time I expected. Anyone else cares to chime in? Just for fun.
#668
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Joined APC: Aug 2015
Posts: 171
1. A 50 hour AMEL fresh ATP in the right seat of a modern twin turbojet, with outstanding reliability of modern turbofans, dramatic excess performance, and an experienced Captain in the left seat.
2. The same 50 hour ATP alone in the left seat of an ancient 150 HP Apache on a hot day, trying to clear that proverbial fence at the end of the runway relying on equally ancient O-320s that may or may not be way past TBO because the 134.5 operation he flies for views maintenance as a drain on profit.
Which situation provides greater overall safety? And that's even before we start talking about recurrent training. In Scenario 1, in 6 months the now 400 AMEL hour ATP will come back to the sims where the instructors will beat the crap out of him. Repeat every 6 months. (May be 9 months, but the point is still the same). In Scenario 2, he'll keep flying the same airplane if he's still alive.
#669
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Joined APC: Jun 2013
Posts: 806
As others have already said, it's not. Compare two scenarios:
1. A 50 hour AMEL fresh ATP in the right seat of a modern twin turbojet, with outstanding reliability of modern turbofans, dramatic excess performance, and an experienced Captain in the left seat.
2. The same 50 hour ATP alone in the left seat of an ancient 150 HP Apache on a hot day, trying to clear that proverbial fence at the end of the runway relying on equally ancient O-320s that may or may not be way past TBO because the 134.5 operation he flies for views maintenance as a drain on profit.
Which situation provides greater overall safety? And that's even before we start talking about recurrent training. In Scenario 1, in 6 months the now 400 AMEL hour ATP will come back to the sims where the instructors will beat the crap out of him. Repeat every 6 months. (May be 9 months, but the point is still the same). In Scenario 2, he'll keep flying the same airplane if he's still alive.
1. A 50 hour AMEL fresh ATP in the right seat of a modern twin turbojet, with outstanding reliability of modern turbofans, dramatic excess performance, and an experienced Captain in the left seat.
2. The same 50 hour ATP alone in the left seat of an ancient 150 HP Apache on a hot day, trying to clear that proverbial fence at the end of the runway relying on equally ancient O-320s that may or may not be way past TBO because the 134.5 operation he flies for views maintenance as a drain on profit.
Which situation provides greater overall safety? And that's even before we start talking about recurrent training. In Scenario 1, in 6 months the now 400 AMEL hour ATP will come back to the sims where the instructors will beat the crap out of him. Repeat every 6 months. (May be 9 months, but the point is still the same). In Scenario 2, he'll keep flying the same airplane if he's still alive.
So, I think the question is more about.....should Ameriflight hire someone with 25 hours of ME to go fly Beech 1900 or a Metroliner with substantially bigger props that'll give you a work out if you have an engine failure? (The answer is probably NOT, but Yes they still do).
In regards to ME mattering in modern airliners like the E175 where 99.99% of engine failures happen in the sim, I think most people will be alright - as long as they take the time to absorb and constantly learn.
Otherwise, the most "action" you see at Compass with multi-engine situations is when the CA pulls into the Eagle's nest after having asked the FO to shut down Number 2, and right before he's about to make that tight left turn into one of the gates with only Number 1 on, he goes "oh crap".
#670
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Joined APC: Apr 2016
Posts: 273
anyone know what is going on at the recruiting office?
got an email to call them for phone interview. Been calling and leaving message for a few days, no one ever answers and no return calls
got an email to call them for phone interview. Been calling and leaving message for a few days, no one ever answers and no return calls
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