ScottyDo

One thing I have noticed this week which is an improvement is the use of A/C carts. From what I was told last month none of them worked before.

tinman1

Our gate agent didn't want to face the pax during the delays, so she just came down to the A/C to hang with the crew and grab something to drink.

tinman1

The company acknowledging problems doesn't do dick for us.

ScottyDo

I yelled at a gate agent for doing that once. The plane was down for MX the rest of the crew was already on the aircraft. I arrived late from another flight I was working. I stood at the gate for 20 minuets waiting to go down along with 20 passengers waiting for the gate agent as well. She finally came up after I called dispatch. I was not very nice.

As far as the company acknolgment goes, of course it's not enough, but it's a step in the right direction.

NineGturn

Both of you seem to have missed my point entirely. I'm not talking about qualifications and minimum hiring experience...I didn't even mention it. I'm talking about how much experience is needed as a first officer before becoming a captain.

24/48...the way you responded to my statement it seems you are saying that it only takes 6-12 months of being a copilot before being qualified to be a captain regardless of previous experience!!? That's a bit insane.

I understand that modern jet airliners are designed to be idiot proof and don't require nearly as much skill to fly as the job used to require but 6-12 months?

My point is that a large jet is a large jet is a large jet when it comes to the level of skill and experience needed to fly it. Yes it's possible to take a low time pilot and make them a captain in a few years and it doesn't matter if it's a EMB-175 or a B-787...you can teach a reasonably capable pilot to fly just about any modern airliner...the size doesn't have much to do with it.

My point is to ask the question.... do you really want to?

Theoretically, an airline needs almost as many co pilots as captains to fill a schedule...not accounting for modest industry growth and fluctuations in the hiring and retirement ages of pilots, a typical airline will hire a first officer and that average first officer will spend almost the first half of their entire career as a co pilot, gaining valuable experience before the position of captain is available.

This is what seniority was designed for...this was how it was supposed to work and this is the way it used to work. The problem is that it doesn't work this way any more and we have a system of "regionals" which are in fact full scale large national airlines that cover schedules coast to coast flying large jets that used to be flown by the mainline. Commuter airlines don't really even exist anymore (there are a very few left and they're slowly dying).

The so called "regionals" are putting low time captains in the left seat with very little career experience....They are earning wages that aren't even as good in many cases as the first officers on mainline fleets.

Seniority is a tool perpetuated by the unions and used by big airline management to disrupt the natural flow of experience and put low paid and (mostly) low time pilots in the left seats of half the flights in the US while much higher time pilots (again generally speaking) often with many years experience as large jet captains will wallow in the right seat of Boeing and Airbus jets at higher (but still artificially low) pay.

It's a total waste of experience and an inefficient distribution of the available talent in the US. But...it saves millions of dollars in labor costs at the expense of pilots.

LTdan

Well said, sir.

deltajuliet

I think 24/48 was saying after 6-12 months you have enough experience to adequately perform the duties of a First Officer at a regional or major, not to be a Captain.

I agree with everyone it would make more sense to go from CRJ FO to A320 FO, as opposed to CRJ FO to CRJ Captain to A320 FO. But we'd need flying back at mainline for that. As it stands, it's worked okay so far because upgrade times were usually a few years, now it's often as fast as you can get 1000 121 SIC. I still think an American pilot who upgraded at 1000 hours is safer than a lot of foreign 3rd/2nd world Captains, but we'll see if it creates any problems over the next year or two.

Harpyr

This. Its primarily an issue with how often the aircraft can get rotated into MX, compounded by the rampers themselves. Staffing isn't the problem. Lack of spare aircraft is also a problem, but future deliveries will help, I think.

RV5M

Dude......

deltajuliet

Sounds like 407 could be put to better use in Dallas.