Absolutely. I've been a pax captain before. I get it. Just trying to understand where/when I might be able to work on something, if at all. I mean, others must talk to there families, work out, go to dinner, etc. If anything, it's probably good to get your mind off the airplane every now and then. When are things super intense? When do they slow down a little?

 

Pertaining to EJET:
Just ask yourself am I 100% committed to this? If your answer is no, then why are you even bothering? Yes, guys have failed out of the program. Yes, guys have failed and/or struggled with various other assets of the program. In my years of experience the ones who were not there mentally or carrying their share of the group study are going to fail somewhere early. But no, things are not super intense at training.
Then again we are utilizing different facilities (YYZ,DFW and PHX) so I cannot speak for the updates. You'll have time to relax I believe, but my advice is to get all the materials in advance. Cover it all, flash cards, CFM, GOM, limitations, etc. minimize the cramming. You should have plenty of time to do those things you list.
-rspct

 

You must've not been a turbine 121 Captain before if you're asking these questions.

It's like any other initial type rating on any turbine equipment. Standard 142/initial new-to-equipment syllabus: 80 hours of groundschool M-F 8-5. Written test. A few days of procedures training/system integration. Typically a break of 1-4 weeks. 8 sim sessions with lots of downtime. Checkride/LOFT/OBS flights/IOE/Fed ride.

The only differences between the FO course and the CA course are: it's left seat, there's a few extra maneuvers, they grill you more on PIC decisionmaking, and the orals are harder. This is standard 121 training stuff--if you've flown for an airline before you should know all of the above already.

And if you have any doubts that you aren't ready--you aren't. This isn't a small responsibility or easy thing to do (and shouldn't be).

 

Noticed that one CA who downgraded in IAD with the sole intention of re-upgrading to IAH popped up on the IAH CA roster (and IAH PBS award).

B/c said CA does not appear on any published awards, and was technically seat-locked on the RJ for 36 months (until I believe 2016), I guess she complained, and the company backed down and waived her equipment lock?

Anyone know how she pulled this off? Seems like the establishment of a past practice of the company waiving equipment locks for anyone who wants to status displace (CA to FO) during any bump & flush, solely to circumvent the block on CRJ->IAH

 

Possibly a misunderstanding here. Not doubting my ability or readiness. It's all good. Sorry guys, wasn't trying to make it sound that way. I was taking a class online and didn't want to drop it. I did so today, so no distractions during training.


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Good decision IMHO

 

This is totally unsubstantiated, but I heard a rumor today about Ejets in Denver for United.

 

Well, if I had to make an unsubstantiated guess about Ejets, I would say Dallas. Yes, that goes against Mesa practices of two different planes in the same base, but a couple on this forum have said Dallas would be a 1000 pilot base. We barely even have over a 1000 pilots at Mesa as it is. The only base in the near future to downsize a little is Phoenix. The only way to have that many pilots in Dallas would be for many more jets for the American side than we already have. Ejets for the American side?

 

They have been rumored at pretty much every United base except for IAD AND SFO

 

If I had a buck for every GD ejet rumor I heard for Mesa I'd be a millionaire.