If those are the types upgrading quick, not a problem.

 

So you are saying that flying right seat on one airplane then upgrading on another airplane is a recipe for disaster. I disagree with you as this is common practice in every airline that I know off. You can do it in every mainline, and they do it in every regional. American MD80 FO can upgrade to the 777, RAH Q400 FO can upgrade to the 145.

You can open a different thread to discuss the issue, it has nothing to do with PSA.

 

I'm not necessarily saying that, though anyone will admit that their first CA experience is rough had you never been in the rights eat of said aircraft.
Generally, the people plane hopping at a major have 10s of thousands of hours. At PSA, many Eaglets I had in my right seat, went over there with just barely 1000 hrs 121. That is pretty rough to move to a new airline, new SOPs, new airplane, and only get a hundred hours before going to upgrade.

I saw issues at Eagle with 10 year FOs going from jet FO to ATR CA. We almost had a few issues and the CAs admitted the learning curve was huge.

Anyway, I think it absolutely has to do with PSA and that is why I brought it up; it just crossed my mind as a big issue when Oagey brought up upgrade times. Sounds like you have plenty of Endeavor CRJ guys to help mediate the crossing though.

 

If you WERE in a diff equipment and upgraded in the time frame Crusader is talking about, with a new inexperienced FO, then he has a point.

 

If you were starting on a different airplane at a different airline, it would really depend on your experience level. No one is going to argue against that.

Changing airlines isn't really that big of a deal if you have a solid base of experience. The FAR doesn't change. The AIM doesn't change. Laws of aerodynamics are constant. Even reading a Jepp and flying a STAR/SID are the same. The OpSpecs for the most part are the same. The deicing procedures are very similar. If you have average intelligence and put forth effort to learn the new way of doing things, you should be fine if you are an experienced pilot (minimum of 5 years at the regionals).

Guys that have 7,000 hours TT, 5000 hours in a CRJ, and 7 years in the regionals should not have a difficult time upgrading at a different airline in under a year.

 

Mesa has 1.5 year upgrade, you can upgrade on a different equipment. TSA hires CQFO, not necessarily with e145 time. Compass hires people for a fast upgrade.

And if you think that an MD80 FO (domastic) upgrading to a 777 (crossatlantic, South America, ets) is easy because said pilot has 10K hours, you're delusional.

Again, it doesn't even matter if I agree or disagree with you. This is common practice in the industry, and has nothing to do with PSA. Open your own thread.

 

Don't know to many Super 80 FO's that go straight to the left seat of a 777 when the upgrade bids are awarded.

 

And yet, it could happen. You can also upgrade on a 737 and move to the 777 with zero experience with ocean crossing. My point is that this is not a PSA issue (if it is at all), it's an industry issue and should be addressed in a different thread.

 

I know a guy went from 88 FO to 76ER CA. Not that uncommon.

 

And you know these things because you are a 10k hour major airline pilot?
It is still valid here because PSA has the lowest time guys uograding right now. I was responding to that post, here. I have violated no rules here.