Kalitta Air now accepting FO applications
05-18-2015, 02:15 PM
#572
Line Holder
Joined APC: Oct 2013
Position: MD11 capt
Posts: 36
Usually refers to a nav error in excess of 25 NM in oceanic airspace, although I have seen the term used occasionally of domestic excursions. Often occurs when a waypoint is inadvertently loaded one degree of latitude north or south of the cleared waypoint (a 60NM error), which converges on the adjacent track.
Originally Posted by East Aspen Dash
I'm sorry would you mind elaborating - is that like being filed Newark to Halifax and landing in DC?
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05-18-2015, 04:46 PM
#575
On Reserve
Joined APC: Oct 2014
Posts: 18
Originally Posted by TBucket
From an ex RJ driver, it's a lot of fun to fly. A bit ponderous compared to the e-145, (but you know, it weighs like, nearly 20x more). Just don't buy into the "autopilot on at 400 ft and off at minimums" crap some guys here like to preach. It's more fun if you actually FLY.
As for training, you can hit up the online CBTs early and get ahead on systems. Other than that just do a lot of chair flying when you get there (and once you get to that point, get as much extra time in the FTD as you can). They don't do a lot of hand-holding in training, but neither is it overly difficult. (I was amazed at how little BS trivia I had to memorize compared to the RJ)
As for training, you can hit up the online CBTs early and get ahead on systems. Other than that just do a lot of chair flying when you get there (and once you get to that point, get as much extra time in the FTD as you can). They don't do a lot of hand-holding in training, but neither is it overly difficult. (I was amazed at how little BS trivia I had to memorize compared to the RJ)
Where can I get ahold of the CBTs? Email training?
05-18-2015, 07:12 PM
#577
Gets Weekends Off
Joined APC: Jun 2006
Position: American Airlines Brake Pad Replacement Technician
Posts: 472
Originally Posted by gasnhaul
Just trying to provide some insight, so don't get all upset, but realize what you're getting into and really make sure you want to come here.
The last several classes we've had, the IOE completion rate has been less than 50% of those that started
. Whether they quit, were fired, were let go during training, whatever, that should get your attention. The two most recent classes...the first was supposed to have 6 start, only 4 showed and is now down to 2. The latest class only had 4 out of 6 show and I'm not sure of the current retention rate with that one...
Are you coming here to build the "so greatly valued" heavy international time? If so may I offer you some clarity. No one here has been hired by any of the majors without either 1) knowing someone who is already at that company and who is probably pretty high up the food chain or 2) going to a job fair. I've spoke with many RJ/commuter drivers who are getting calls without having either. Frankly, if your goal is to get hired by a major you are better off staying where you're at as it appears flying pax and getting more landing count for a lot of what they are looking for.
Are you coming here to fly the Whale? If so, don't. It's an airplane...seriously that whole deal is highly overrated. It's also a pretty much worthless type that will get you hired nowhere but might be worth a free beer somewhere if you can find someone who cares.
Oh and I could keep going, but one last thing. If you come here and you are junior you could easily do a back to back which means 34 days gone from home. And during IOE don't make a peep about being out for 20+ days while scheduling handles your training as inefficiently as possible or you'll be fired.
I just want to caution anyone who wants to come here to seriously look at the reason you "think" you would want to work here, seriously re-evaluate and then make an educated decision. If you're on the street and there's nothing else fine, but if you are working somewhere flying regularly, holding some seniority and actually having some time at home or even just in the US I'd reconsider.
Just my $.02 so take it for what it's worth, which is less than that.
GNH
The last several classes we've had, the IOE completion rate has been less than 50% of those that started
. Whether they quit, were fired, were let go during training, whatever, that should get your attention. The two most recent classes...the first was supposed to have 6 start, only 4 showed and is now down to 2. The latest class only had 4 out of 6 show and I'm not sure of the current retention rate with that one...Are you coming here to build the "so greatly valued" heavy international time? If so may I offer you some clarity. No one here has been hired by any of the majors without either 1) knowing someone who is already at that company and who is probably pretty high up the food chain or 2) going to a job fair. I've spoke with many RJ/commuter drivers who are getting calls without having either. Frankly, if your goal is to get hired by a major you are better off staying where you're at as it appears flying pax and getting more landing count for a lot of what they are looking for.
Are you coming here to fly the Whale? If so, don't. It's an airplane...seriously that whole deal is highly overrated. It's also a pretty much worthless type that will get you hired nowhere but might be worth a free beer somewhere if you can find someone who cares.
Oh and I could keep going, but one last thing. If you come here and you are junior you could easily do a back to back which means 34 days gone from home. And during IOE don't make a peep about being out for 20+ days while scheduling handles your training as inefficiently as possible or you'll be fired.
I just want to caution anyone who wants to come here to seriously look at the reason you "think" you would want to work here, seriously re-evaluate and then make an educated decision. If you're on the street and there's nothing else fine, but if you are working somewhere flying regularly, holding some seniority and actually having some time at home or even just in the US I'd reconsider.
Just my $.02 so take it for what it's worth, which is less than that.
GNH
05-18-2015, 07:59 PM
#578
Gets Weekends Off
Joined APC: Jul 2010
Position: 744 ;1A
Posts: 136
Fegelein,
"Do your 400s have FMS? How could you have an GNE with FMS onboard?"
Obviously, you have very little international experience; especially with CPDLC.
As long as humans are involved, you will have mistakes!
All the folks that seem to think that Drones will be the save all, fail to realize that the drones are still operated by humans; thus, mistakes will still be just as prevalent.
The more complex "normal procedures" an airline has instituted in their normal procedures, will instill more mistakes. Humans are not machines, we are not robots.
Simple procedures and checklists will make things safer.
Complex procedures will lead to more mistakes.
When we are beaten into submission to say "A" when when we hear "F", but not look at "A" when we see "F", stuff happens!
Airlines are backed into a corner to legally protect themselves from insurance companies by placing all these "procedures" into their ops manuals, but fail to train their employees as to WHY, they are making these procedures. But, the fact that these procedures are printed in the manual, absolves the company and puts the onus on the employee.
Last year, we had 15 manual revisions, thats more than one a month! So far this year, we are on par for about the same. Do they explain to us what the revisions are about or summarize the important points they want us to know? NOOO!
They print all these revisions to cover themselves legally, but expect us to figure out the changes for ourselves. They like to bust ass on line checks. The check airmen are informed as to what the changes are, but the line guys have no clue until some brown nosein kiss ass tells them they are stupid and farked up!
Our standards dept. likes to wield a big stick and report back to mommy about what Tommy did in the school yard. They have totally missed the point of what AQP is all about.
If the manual is worth revising, the revision should be explained to us, to what and why the revision is all about.
I give the company 18 days a month. I should not have to worry about legal BS on my days off.
The company needs to accept responsibility for their ineptness and correct it.
After 22 years at this company, I know a thing or two about a thing or two.
Moral has never been this low; EVER!
"Do your 400s have FMS? How could you have an GNE with FMS onboard?"
Obviously, you have very little international experience; especially with CPDLC.
As long as humans are involved, you will have mistakes!
All the folks that seem to think that Drones will be the save all, fail to realize that the drones are still operated by humans; thus, mistakes will still be just as prevalent.
The more complex "normal procedures" an airline has instituted in their normal procedures, will instill more mistakes. Humans are not machines, we are not robots.
Simple procedures and checklists will make things safer.
Complex procedures will lead to more mistakes.
When we are beaten into submission to say "A" when when we hear "F", but not look at "A" when we see "F", stuff happens!
Airlines are backed into a corner to legally protect themselves from insurance companies by placing all these "procedures" into their ops manuals, but fail to train their employees as to WHY, they are making these procedures. But, the fact that these procedures are printed in the manual, absolves the company and puts the onus on the employee.
Last year, we had 15 manual revisions, thats more than one a month! So far this year, we are on par for about the same. Do they explain to us what the revisions are about or summarize the important points they want us to know? NOOO!
They print all these revisions to cover themselves legally, but expect us to figure out the changes for ourselves. They like to bust ass on line checks. The check airmen are informed as to what the changes are, but the line guys have no clue until some brown nosein kiss ass tells them they are stupid and farked up!
Our standards dept. likes to wield a big stick and report back to mommy about what Tommy did in the school yard. They have totally missed the point of what AQP is all about.
If the manual is worth revising, the revision should be explained to us, to what and why the revision is all about.
I give the company 18 days a month. I should not have to worry about legal BS on my days off.
The company needs to accept responsibility for their ineptness and correct it.
After 22 years at this company, I know a thing or two about a thing or two.
Moral has never been this low; EVER!
05-19-2015, 12:26 AM
#579
Gets Weekends Off
Joined APC: Jan 2007
Position: Stuck in Purple Limbo
Posts: 568
Originally Posted by 727C47
Actually I'm alumni that's why I'm curious about what has changed , and why.
Now though, negotiations are heating up so the company is trying to squeeze harder, folks are leaving like the proverbial rats off of the sinking ship (of course the only ones leaving are the ones that can...the child molesters and scabs are staying), scheduling is pulling every trick possible to try and make folks fly more than they should and attempting to not give crews legal rest and the most incompetent member of our crew force are sitting at the top of the seniority list as they flow from the back seat to the right (kinda frustrating to see my seniority get worse every month knowing that the folks who are bumping me down are people who don't belong in the seat they are in). Our "training" department likes to bust folks for fun apparently, etc, etc, etc.
As of late things have taken a pretty drastic turn for the worse and as Forty stated morale has never been worse. Hopefully this place will be in my rearview mirror soon...and again for anyone thinking of coming here all I can say is you've been warned
GNH
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