Blue Dude

Yup. For most operations, the other pilot is a sounding board and instant resource, even if it's just "does this look okay to you?" before mashing the button. A lot of abnormal situations don't need outside resources either. I don't need to coordinate with the cabin crew, maintenance or dispatch unless their input may be valuable. Even then, the other pilot is invaluable because he can fly the airplane while I'm off coordinating. What am I going to do single pilot? Get the F1 to arrange a reroute while I'm running an abnormal or talking to Medlink? I know, I'll have ATC read me the checklist while I'm cranking down the gear.
Yes, CRM means using all available resources, but most of the time, the only resource you need is the other pilot. And he can't be replaced without radical changes to every airline's operating philosophy. Having two pilots backstopping each other isn't just incrementally safer, it's exponentially safer. Why is this necessary to explain to such knowledgeable pilots?

Hawaii808

I agree with most of this, but I was referencing the guy basically saying CRM is gone when you go single pilot. Which is absolutely false. In fact, I’ve flown single pilot in an aircraft that is normally flown two crew at most operations. I’ve dealt with emergency checklist, diversions, bad weather (without ex radar) single pilot and I can tell you that CRM is just as important. RecognizIng and utilizing your external resources is just as important as the guy sitting next to you. Do I think single pilot 121 is a good idea? No, two pilots working together far exceed one Chuck Yeager.

Requiring an ATP to operate in the 121 environment is also a very reasonable expectation for applicants. Experience matters. Whether that’s instructing, flying tours, or working for a bad company and recognizing what you don’t want in a flying job. These are all tools that you can utilize later in your career. Hours towards the ATP is just a visible representation of the experience you have gained to become a more competent pilot. The difference between a wet commercial and a 1500 hour pilot isn’t the amount of hours they have. It’s the amount of flying tools and decision making skills they have gained during that time.

Route66

Well I think it was a VIDEO article, which, BTW, I was able to watch. How many of you read the Colgan accident report? Secondly, did raising the time to the 121 right seat really accomplish the goal of safety or could the goal be accomplished with proper training (which Colgan didn't use properly). Both pilots, BTW, had more than enough time and experience flying. So would having the "paper" ticket really prove anything or would have prevented the accident from happening if the FO would of had an ATP cert? How about if she were a he? How about black? Single, no kids? Live :30 from domicile?

If what you say is true about "young adults" then maybe its best to eliminate the retirement age all together. It all comes down to training and experience, measurable and objective standards.

I happen to know that here at American, focusing on maintenance and SOP (training) has greatly reduced the probability of fatal crashes. I could probably say the same for the other carriers as well.

Not "rock, paper, scissors".

Just another "old guys" opinion.

dualinput

Not sure what you’re getting at here. I wasn’t addressing you in any way. Move along.

highfarfast

There are security reasons for needing that second pilot if one pilot is there. I can't even go to the bathroom without getting a FA to babysit the other pilot. Also, would need some way to build experience for when someone can be THAT guy in charge of the cockpit, so another guy in the cockpit again. I'm sure I can come up with other reasons too. But single pilot ops is a red herring. So long as you need one, you need two.

Route66

You all should read this article. Its 5 years old but with the pandemic and resulting economic and world difficulties I wouldn't be surprised its increased dramatically in this day and age. A flight attendant its going to stop the depression and for that matter maybe the flight attendant isn't feeling too well either.

https://ehjournal.biomedcentral.com/...940-016-0200-6

FXLAX

Do any hour requirements in getting different certificates increase safety?

Do you want a captain in the flight deck on his first flight after captain IOE to be the first real time he is making PIC decisions? Because without the ATP requirement, that’s what was happening. Pilots getting hired at a regional with a wet commercial in which all their previous flying was under the supervision of a CFI. Those pilots had very little experience making thousands of little decisions with no one else sitting next to them. They hadn’t made many little mistakes and learned from them. They hasn’t learned very from watching what other pilots do, good and bad. Those hours are an opportunity to build a foundation from which to draw from time to time. I believe this was the case in at least the captain of the colgan flight. Would’ve made a difference? No can ever know. But I know which pilot I would want in command of given the choice. Which one would you pick to captain your flight to BUF?

symbian simian

any chance you can send me your resume, so I can forward it to my buddies at the legacies? Just so you don’t up working where I am.

Route66

Well you can get an R-ATP with as little as 750 hours. You gotta start somewhere. That alone allows you to get hired with a 121 carrier. An unrestricted ATP is allowed to instruct other pilots in the aircraft. FAR 61.167. Back in the day the only way to get the experience necessary to act as PIC in a 121 is sit in the right seat and learn. Now technology has come a long way. There are quite a few individuals capable of sitting in the left seat after spending time in the right seat. I’ve been there.

However, I would not call the Captain for the Colgan flight unqualified. But qualifications and responsibility are not necessarily conjoined lines.
The Captain in the Colgan flight:

“Colgan's flight records indicated that the captain had accumulated 3,379 hours of total flying time, including 3,051 hours in turbine airplanes, 1,030 hours as a pilot-in-command (PIC), and 111 hours on the Q400. He had flown 116, 56, and 16 hours in the 90, 30, and 7 days, respectively, before the accident.22 (These times do not include the accident flight.) The captain's transition (from the Saab 340 to the Q400) ground training occurred on October 31, 2008; his transition proficiency check occurred on November 18, 2008; and his transition line check occurred on December 3, 2008. FAA records indicated that the captain received four certificate disapprovals (as discussed in section 1.5.1.2). FAA records also indicated no accident or incident history or enforcement action, and a search of records at the National Driver Register found no history of driver's license revocation or suspension. The check airman who conducted the captain's Q400 simulator training and line-oriented flight training characterized the captain's decision-making abilities as very good. The check airman stated that the captain, when receiving unusual attitude23 training in the simulator, had somewhat overcontrolled the roll axis but had progressed during his subsequent simulator experience. The check airman who provided the captain with his IOE described the captain's performance as good and indicated that his greatest strength was being methodical and meticulous. Other check airmen indicated that the captain had difficulties with the Q400 flight management system, but one of the check airmen pointed out that such difficulties were typical for pilots transitioning to the Q400. The first officer who flew with the captain on February 10 and 11, 2009, stated that the captain handled the airplane well, used checklists, and did not miss callouts. The first officer reported that, during their flights, the captain stated that the workload for the Q400 was significantly less than that for the Saab 340. First officers who flew with the captain in January 2009 indicated that he flew the Q400 competently. These first officers also indicated that the captain created a relaxed atmosphere in the cockpit but adhered to the sterile cockpit rule.”

ItnStln

Facts!
filler