Mesa
08-14-2014 | 12:17 AM
#2371
Gets Weekends Off
Joined: Feb 2013
Posts: 121
Likes: 0
From: First Officer
Awesome post halfspeed
08-14-2014 | 04:12 AM
#2372
Gets Weekends Off
Joined: Nov 2013
Posts: 555
Likes: 0
What's the deal with this? One would assume that if they can pass an ATP-PIC Type ride they would be able to fly the airplane, right? I mean is there something particularly difficult about line flying that isn't seen in simulator training? (genuine question from a soon to be FNG)
08-14-2014 | 05:56 AM
#2373
Respek
Joined: Jul 2010
Posts: 2,938
Likes: 76
I wouldn't call CFI rides basic they were much harder than any of the 4 121 rides I've taken, I'm pretty certain SkyWest figured that out easily in the interview. Now to get back on track 100 hours of IOE is a lot I flew with a check airman the other day at OO and he did say it's taking more than usual about 50 hours. I know 1 guy in my class was let go because he didn't grasp it by 50 every company is different but still 100 is a lot and I'm sure isn't the norm.
08-14-2014 | 06:13 AM
#2375
Gets Weekends Off
Joined: Sep 2008
Posts: 180
Likes: 0
From: CRJ CA
There was a guy at Freedom on the 900 who had, I think, 108 hours of IOE before they let him go. Nice guy, just behind the airplane all the time.
Realize your first trip in IOE you'll feel like your sitting in the Aft Lav on take-off and you'll do fine. Very rarely do any non-121 folks grasp their first or second legs and are ahead of the plane.
Visual approaches: listen up and ask questions of the guy you're flying with even after IOE. ATC will assume you can read their minds, and that's going to get you in trouble.
Most of all, have fun and don't pull the thrust levers to idle at 50' in a 700. Just not a good thing.
Realize your first trip in IOE you'll feel like your sitting in the Aft Lav on take-off and you'll do fine. Very rarely do any non-121 folks grasp their first or second legs and are ahead of the plane.
Visual approaches: listen up and ask questions of the guy you're flying with even after IOE. ATC will assume you can read their minds, and that's going to get you in trouble.
Most of all, have fun and don't pull the thrust levers to idle at 50' in a 700. Just not a good thing.
08-14-2014 | 06:15 AM
#2376
Line Holder
Joined: Jun 2014
Posts: 41
Likes: 0
From: FO SHO
So is Mesa hiring? I've had an app in for a couple of months now on airlineapps and all I've received/heard was a standard bounce back email of "Thanks for your interest in Mesa!".
08-14-2014 | 06:49 AM
#2377
Holds Weds & Thurs Off
Joined: Jan 2011
Posts: 177
Likes: 0
From: 88B
This absolutely makes sense, and I get it. But, during IOE isn't the line check airman that your paired up with supposed to guide the new guys through these types of issues? I guess I'm just trying to understand the dynamics of what exactly is expected and what the standard is v.s. how much assistance your allowed from the check airman. Better put, what is considered a "satisfactory" performance during IOE, or can this get pretty subjective?
For example, there are some peope who get all flustered in the "real" airplane on the line--typically the know-it-all types who are on APC giving advice to everyone before they even finish their checkride (cough cough, DeltaJuliet, cough cough).
Humility goes a very, very long way if you're an FNG in this industry--keep that in mind when you're on IOE--too many new hires these days think this is some kind of guaranteed thing they're entitlted to. Ironically, the new hires who seem to be the most humble and willing to listen & learn on IOE are the ones with a few thousand hours and a decent amount of 121 turbine experience--it takes time and experience to really comprehend how much you don't know, if that makes any sense.
Working the radios is a big hurdle for lots of people, especially people who haven't flown in and out of highly congested airspaces before--there's lots of slang and localized ways of doing/saying things, and it takes quite some time before you're really able to juggle ATC, comms with dispatch/maintenance, taxiing around and not having a runway incursion, all while keeping your eye on weather, fuel status, potential rest/FDP issues, etc..
This is why some of us on here kind of roll our eyes when people in this thread who are completely new to 121 flying confidently proclaim their ideations about upgrading in one year with exactly 1000 hours of 121 SIC time. IMHO you haven't seen enough stuff or developed enough instincts at that level, but maybe it works out for those "shoulder straps on always" type guys who have it all figured out!
08-14-2014 | 08:40 AM
#2379
Gets Weekends Off
Joined: Jun 2013
Posts: 2,293
Likes: 0
It's subjective based on the check airman and especially your overall attitude/bearing.
For example, there are some peope who get all flustered in the "real" airplane on the line--typically the know-it-all types who are on APC giving advice to everyone before they even finish their checkride (cough cough, DeltaJuliet, cough cough).
Humility goes a very, very long way if you're an FNG in this industry--keep that in mind when you're on IOE--too many new hires these days think this is some kind of guaranteed thing they're entitlted to. Ironically, the new hires who seem to be the most humble and willing to listen & learn on IOE are the ones with a few thousand hours and a decent amount of 121 turbine experience--it takes time and experience to really comprehend how much you don't know, if that makes any sense.
Working the radios is a big hurdle for lots of people, especially people who haven't flown in and out of highly congested airspaces before--there's lots of slang and localized ways of doing/saying things, and it takes quite some time before you're really able to juggle ATC, comms with dispatch/maintenance, taxiing around and not having a runway incursion, all while keeping your eye on weather, fuel status, potential rest/FDP issues, etc..
This is why some of us on here kind of roll our eyes when people in this thread who are completely new to 121 flying confidently proclaim their ideations about upgrading in one year with exactly 1000 hours of 121 SIC time. IMHO you haven't seen enough stuff or developed enough instincts at that level, but maybe it works out for those "shoulder straps on always" type guys who have it all figured out!
For example, there are some peope who get all flustered in the "real" airplane on the line--typically the know-it-all types who are on APC giving advice to everyone before they even finish their checkride (cough cough, DeltaJuliet, cough cough).
Humility goes a very, very long way if you're an FNG in this industry--keep that in mind when you're on IOE--too many new hires these days think this is some kind of guaranteed thing they're entitlted to. Ironically, the new hires who seem to be the most humble and willing to listen & learn on IOE are the ones with a few thousand hours and a decent amount of 121 turbine experience--it takes time and experience to really comprehend how much you don't know, if that makes any sense.
Working the radios is a big hurdle for lots of people, especially people who haven't flown in and out of highly congested airspaces before--there's lots of slang and localized ways of doing/saying things, and it takes quite some time before you're really able to juggle ATC, comms with dispatch/maintenance, taxiing around and not having a runway incursion, all while keeping your eye on weather, fuel status, potential rest/FDP issues, etc..
This is why some of us on here kind of roll our eyes when people in this thread who are completely new to 121 flying confidently proclaim their ideations about upgrading in one year with exactly 1000 hours of 121 SIC time. IMHO you haven't seen enough stuff or developed enough instincts at that level, but maybe it works out for those "shoulder straps on always" type guys who have it all figured out!
Nice post broseph.
*brofist*
08-14-2014 | 08:54 AM
#2380
Line Holder
Joined: Oct 2013
Posts: 1,674
Likes: 0
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