Baradium

Stopping that from happening is the idea though, although they aren't good at saying it (IMO). You don't give them the on-time until they're on headset and say they're ready to push or as written cleared to push. In that case they can't leave to go load another a/c because they'll lose your on-time. I do have to say after crossing sides that ML CAs do it religiously. The rampers are painfully aware of it too.

I'll add some more comments since I'm posting anyway...

Most busy terminal departures are pretty straightforward with following a flight director, if the flight director is up and being used there's really not much energy to use to monitor. Raw data departures from busy airports or during IMC or having the flight director up and being "better than it" is where problems come in IMO. Raw data requires more effort from the PM to crosscheck as well as removing some protections, of course the same happens with not actually following the flight director.


That only helps if the person who is having issues is aware of it or cares. When I was on the 200 the worst hand flying pilots were ones who did it every leg and were smug about the amount they did. As a disclaimer, there were more very good hand flyers who did it a lot as well. It's just that if you try to fly the airplane like it's a fighter jet and can't be smooth with the controls you are not a good hand flyer. I'm not telling people not to hand fly, just saying don't act like you're a hotshot when you do. My goal when I hand fly is to fly in a way that passengers in the back cannot tell that the autopilot is not on. If they can, then you aren't doing it right.

Blueskies21

Because in 2007-2008 Compass had a flow to Northwest (and then Delta). Also, since Compass at that time was hiring 1500 hr FO's and giving them type ratings (when others were hiring 250 hr - 1000 hr FO's and giving them SIC types), the pilots that didn't flow were well positioned to get picked up at other Majors when the hiring started in 2011-12.

Because of the TWA/American debacle, it's now illegal to staple (though that's never REALLY a fair solution anyway) so IF for whatever reason we had to merge with Compass, it would be some type of DOH/Relative Seniority situation. I agree, as the senior group, Endeavor likely wouldn't fair as well as the "senior" (2013-14??) Compass pilots.

If it were up to me (it's not, clearly), I'd rather not have the Ejets if it meant a merger with Compass. A merger might very well dilute the good culture we're building here and certainly would bring bad blood from whoever ends up feeling slighted in the seniority list integration.

Yumyum

If any merger ever happens AGAIN!...DOH must be implemented. Man....it would be great to jump all you that jumped us. Put all you back where you belong🤭. DOH beatch!

Thumper7

What an a———....

KSCessnaDriver

Because what need is essentially 5 pilot groups fighting each other. The 3 pre-merger, post merger 9E and CPZ. I agree with the previous post, if the only path to more airplanes is a merger, I think we're better off without it.

wiggy15

For what it's worth,a friend of mine in training told me that when Bill spoke to them he specifically mentioned they did not want to merge when asked. Take it for what it's worth.

Mesabah

That won't happen, not in this environment.

gojo

So in this mythical merger what happens to the Compass American lift?

slowyourroll

Envoy gets it

N914FJ

Rule #27 of the airlines: if managements lips are moving they are probably telling a lie. Ask the CPZ folks how that worked out when they were told there was no plans to close MSP