PSA info
12-10-2016 | 08:55 AM
#5403
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From: CH2T Worst plane ever
Not sure what the exact numbers are for the past; but I think I can give you some conceptual direction that might answer the intent of your question. I'm sure someone will correct my numbers to be more precise but PSA rapidly hired and grew from a group of about 500-600 pilots to 1200. That massive hiring wave occurred from around 2013/14 through last summer when things slowed down. Last year around this time PSA announced the desire to hire 1000 pilots over the next two years. While I don't know the exact numbers of how many were hired in 2016; what I can tell you is that hiring approximately kept up with attrition maintaining us close to the 1200 number until the recent explosion which has us over the 1200 number and growing. That being said we are a year into the "we want 1000" and it would not be a stretch to say that we need to maintain current class sizes for quite some time to get there from here. Depending on who you listen to the desired endstate is anywhere between 1600 and 2000. No matter how you slice it there is quite a bit of successful hiring and training required to get to where we want to be.
Does that help?
Does that help?
Also what are the proposed changes to the SAP?
12-10-2016 | 09:11 AM
#5404
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Joined: Feb 2012
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From: CRJ FO
There are no "proposed changes" to the SAP at all. The union has agreed to meet with the company to discuss our SAP in February. That doesn't mean anything will change.
12-10-2016 | 09:27 AM
#5405
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Joined: Oct 2015
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There aren't any official proposed changes to the SAP process and I can't imagine there being much of any since SAP is the single largest reason to come to PSA. The company loves it as a recruiting tool. I think the only time it causes them problems is for holidays. Had we been able to hire as planned for the year I don't think staffing would be an issue for December.
There has been some research into the feasibility of a PBS type system which would improve efficiency -- especially during the blend. I don't think the pilot group would have an issue with a transition to PBS as long as the SAP process was maintained as is.
There has been some research into the feasibility of a PBS type system which would improve efficiency -- especially during the blend. I don't think the pilot group would have an issue with a transition to PBS as long as the SAP process was maintained as is.
12-10-2016 | 10:27 AM
#5407
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12-10-2016 | 02:15 PM
#5408
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From: FO
12-10-2016 | 02:33 PM
#5409
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I wouldn't worry much about that until training. You will get a good gouge in ground school. There will also be a day toward the end of the IPT's where you and 3 other classmates will get together with an instructor and he will give you an "end of course" oral, which serves as a mock oral. This end of course is much more detailed than the actual oral in most cases.
If you must know about it now...
You will meet with the examiner. He will give you a flight release and all required information to complete a weight and balance calculation. It will include a weather packet.
He will ask you to review it all, and complete a manual W&B (this is something that we rarely, if ever, do on the line. Only when ACARS is deferred). He will leave you alone for awhile.
You will review all of the information and figure out if it is a legal release or not. There will likely be several errors.
When he comes back, he will ask you about the release. He will quiz you about weather, did you need an alternate, and why. What was the min fuel? What was the expected burn, reserve gas, and all of the rules about it.
Then will likely be a limitation and immediate action items review. He asks, you answer.
Then will be systems. This is usually keyed around the cockpit posters. What does this switch do? Tell me about that switch. Lets look at the electrics page - how many TRU's - what do they do? Lets talk about the hydraulic pumps - why do we put them in "auto" and not "on"? Things like that.
That is about it. If you studied in ground school, it is a piece of cake.
If you must know about it now...
You will meet with the examiner. He will give you a flight release and all required information to complete a weight and balance calculation. It will include a weather packet.
He will ask you to review it all, and complete a manual W&B (this is something that we rarely, if ever, do on the line. Only when ACARS is deferred). He will leave you alone for awhile.
You will review all of the information and figure out if it is a legal release or not. There will likely be several errors.
When he comes back, he will ask you about the release. He will quiz you about weather, did you need an alternate, and why. What was the min fuel? What was the expected burn, reserve gas, and all of the rules about it.
Then will likely be a limitation and immediate action items review. He asks, you answer.
Then will be systems. This is usually keyed around the cockpit posters. What does this switch do? Tell me about that switch. Lets look at the electrics page - how many TRU's - what do they do? Lets talk about the hydraulic pumps - why do we put them in "auto" and not "on"? Things like that.
That is about it. If you studied in ground school, it is a piece of cake.
12-10-2016 | 04:24 PM
#5410
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Joined: Feb 2014
Posts: 58
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From: FO
I wouldn't worry much about that until training. You will get a good gouge in ground school. There will also be a day toward the end of the IPT's where you and 3 other classmates will get together with an instructor and he will give you an "end of course" oral, which serves as a mock oral. This end of course is much more detailed than the actual oral in most cases.
If you must know about it now...
You will meet with the examiner. He will give you a flight release and all required information to complete a weight and balance calculation. It will include a weather packet.
He will ask you to review it all, and complete a manual W&B (this is something that we rarely, if ever, do on the line. Only when ACARS is deferred). He will leave you alone for awhile.
You will review all of the information and figure out if it is a legal release or not. There will likely be several errors.
When he comes back, he will ask you about the release. He will quiz you about weather, did you need an alternate, and why. What was the min fuel? What was the expected burn, reserve gas, and all of the rules about it.
Then will likely be a limitation and immediate action items review. He asks, you answer.
Then will be systems. This is usually keyed around the cockpit posters. What does this switch do? Tell me about that switch. Lets look at the electrics page - how many TRU's - what do they do? Lets talk about the hydraulic pumps - why do we put them in "auto" and not "on"? Things like that.
That is about it. If you studied in ground school, it is a piece of cake.
If you must know about it now...
You will meet with the examiner. He will give you a flight release and all required information to complete a weight and balance calculation. It will include a weather packet.
He will ask you to review it all, and complete a manual W&B (this is something that we rarely, if ever, do on the line. Only when ACARS is deferred). He will leave you alone for awhile.
You will review all of the information and figure out if it is a legal release or not. There will likely be several errors.
When he comes back, he will ask you about the release. He will quiz you about weather, did you need an alternate, and why. What was the min fuel? What was the expected burn, reserve gas, and all of the rules about it.
Then will likely be a limitation and immediate action items review. He asks, you answer.
Then will be systems. This is usually keyed around the cockpit posters. What does this switch do? Tell me about that switch. Lets look at the electrics page - how many TRU's - what do they do? Lets talk about the hydraulic pumps - why do we put them in "auto" and not "on"? Things like that.
That is about it. If you studied in ground school, it is a piece of cake.
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