New ASA minimums
03-16-2007, 10:29 AM
#21
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Joined APC: Oct 2006
Position: ERJ 145
Posts: 363
Originally Posted by CE750
How many crashes have happened because a crew was fatigued? OR do they just call that "pilot error" and therefore there has "never" been any?
Tell you what.. you put your family on the RJ with the 1500CA and the 500FO.. I'll wait for the next one.
Tell you what.. you put your family on the RJ with the 1500CA and the 500FO.. I'll wait for the next one.
03-16-2007, 10:46 AM
#22
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Position: ERJ 145
Posts: 363
For those who think regionals shouldn't hire at 500 total, what should the airlines do right now? Who should they hire to fill the right seat? And what should the magic arbitrary number be where someone has proven that they are capable to fly right seat in a jet?
03-16-2007, 11:13 AM
#23
Indian Takeout Driver
Joined APC: Mar 2006
Position: FAR part 347 (91+121+135)
Posts: 1,566
Originally Posted by AV8ER
For those who think regionals shouldn't hire at 500 total, what should the airlines do right now? Who should they hire to fill the right seat? And what should the magic arbitrary number be where someone has proven that they are capable to fly right seat in a jet?
here is an idea: PAY MORE!
If you wana play.. you HAVE TO PAY!
03-16-2007, 11:33 AM
#24
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Joined APC: Mar 2006
Position: rj 700/900
Posts: 506
Anyone heard of the word EXPERIENCE?
Yeah the company can train most smart individuals to sit right seat with low time. They can land the plane, etc., but this turns the aircraft into single pilot operation. Even worse the captain has to watch the FO and ensure he/she does nothing wrong. Creating more of a Burdon in some cases than flying the plane by themselves. Can you say fatigue?
Yeah the company can train most smart individuals to sit right seat with low time. They can land the plane, etc., but this turns the aircraft into single pilot operation. Even worse the captain has to watch the FO and ensure he/she does nothing wrong. Creating more of a Burdon in some cases than flying the plane by themselves. Can you say fatigue?
03-16-2007, 11:38 AM
#25
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Originally Posted by Squawk_5543
I'll bet most of the guys complaining about lower minimums are guys who back in the day had to wait till they were 1200/200 before they could apply. I believe that any pilot should know there stuff before moving to a 121, but if some guy has 650/70 and is current and proficient, why shouldn't he be afforded the oppurtunity that he has been working towards? He has to meet the same standards as the 1500/500 guy sitting next to him.
03-16-2007, 12:02 PM
#26
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Posts: 114
Ha, that's funny. Back in the day (a Wednesday btw) people had to fly elsewhere before getting an airline job. 1200/200 would have been considered low time just a couple years ago. I think that the FAA should require the same minimums for 121 operation as they do for 135 guys.
Don't you?
What makes them any different?
Don't you?
What makes them any different?
03-16-2007, 12:08 PM
#27
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Joined APC: Mar 2006
Position: rj 700/900
Posts: 506
The airlines train to a specific standard. Training takes onto account a minimum knowledge of aircraft systems and aircraft maneuvers. Hence a 500 hr pilot may appear to be as qualified as a 20,000 hr pilot in the sim. Throw them out on the line in weather, or send em to Mexico etc, and you will see the difference. Its called experience.
03-16-2007, 12:19 PM
#28
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Posts: 382
Another issue is these cookie-cutter, herd them through like cattle type of flight schools (pan-am and atp) which don't produce very highly skilled pilots. There is no way someone flying around vfr in an archer under strickly controlled supervision can learn to fully think for themselves. We've had two such instructors work at the school where I have taught for the past couple of years and both have damaged airplane (one was totaled), no one has been hurt (thankfully) but we no longer will employ an instructor if he attended such a school. In my experience they are dangerous and don't have the experience to exercise sound judgement and were never shown it either. The problem will be when that guy then becomes a captain of an airliner with a 300 hour atp graduate in the right seat, who is going to be supervising then? That's probably about the time they take off on the wrong runway....
03-16-2007, 12:36 PM
#29
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Joined APC: Oct 2006
Position: ERJ 145
Posts: 363
Originally Posted by CE750
You must either be a total company man, or naive..
here is an idea: PAY MORE!
If you wana play.. you HAVE TO PAY!
here is an idea: PAY MORE!
If you wana play.. you HAVE TO PAY!
Still didn't answer my question. What should the regionals do then right now, seeing as some can't even fill classes w/500 hour pilots or less. I'm not saying experience isn't important, b/c it is. However, if 500 to 1000 hours is as qualified as there is right now, what other choice is there.
03-16-2007, 01:03 PM
#30
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Joined APC: Mar 2007
Posts: 382
If the airlines keep lowering the minimums, where is the motivation for new pilots to become instructors and freight pilots to get the kind of experience that should be required to be in the care of peoples' lives. If the minimums were 1500 or 2000 I bet there would the cfi's and freight dogs would be a lot more motivated to hurry up and get what is necessary to be an airline pilot instead of trying to find ways around these experience building positions (again atp), why would they learn more if they could go at 500 hours?
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