LoneStar32

Rick, you are the one twisting things around here. It all started with your presumptuous and hilariously incorrect statement below while you forget that RJ pilots fly in less advanced, less weather proof AC. Not to mention the many more legs per day they do which highly increases their risk exposure. :

itsmytime

you’re wasting your time trying to get rickair to acknowledge that regional pilots deserve to breathe the same air as mainline pilots. It’s particularly funny because he spent so much time as a regional pilot. Classic definition of forgetting where you came from.

TimetoClimb

I posited the idea rickair is putting foward in the United forums a week ago, though I'm sure I'm not the first one to think of it.
liability is a function of aircraft size, should a mishap occur.
experience obviously is greater at mainline. This is irrefutable when averaged across the industry. In fact the avg mainline fo likely has substantially more experience than the average regional captain, and possibly more than the crew combined. In all high paying occupations experience is compensated accordingly. In the event of a combined list, There should be a prolonged probation period where a pilot demonstrates the skills, mindset, personality and reputation to continue advancing through the ranks. The vast majority would have no issue making the grade.

Aircraft size is not usually a function of difficulty, but it is a function of pay so it makes sense to delineate around size. Everybody will go through the gateway who doesn't have the prerequisite experience (10 or 15yrs mil) or say 4000TT and 1000 multi tpic (carrying pax or >20k mgtow) obtained elsewhere. If you get hired on the small jet group youd probably still make more than those who got hired to the main group,and in terms of senioritythey are hired as " street captains" so it would equalize after the equipment lock. Just some food for thought

rickair7777

You guys are twisting this into something it never was, go back and read the thread. The point was how and why to give everybody a seniority number without requiring experienced professionals (mil, corporate, 135) to start at the same level and pay as 22 y/o CFI's. No other industry would do that, why should we?

RAHkid94

You just spent like the last 6 posts talking about how us RJ scum are more likely to crash and we should be held to the smaller airplanes because they’re inexperienced, while also implying that we have a bunch of “latte drinking soy boys”. (Because god forbid you aren’t a cowboy killer smoking tough guy in this industry, that’s what makes good pilots.) If anything, they should stick the “inexperienced” pilots in airbii so they can bone up their skills flying 30 mile ILS’s to hubs with autothrottles instead of CRJ-200’s that approach faster with less automation into crappier airports after longer days.

Why is it that when Delta goes off the runway or an American pilot rips the tail off you’re tripping over yourself to explain why it wasn’t their fault but when someone in an RJ does something stupid it just means RJ pilots suck?

kaputt

I'm pretty sure Rick flew EMB-120s for years, so I don't think he hates regional guys.

rickair7777

No, the discussion was about noobs, ie 1500 CFI's , perhaps 22 year old. In my suggested hypothetical paradigm, experienced RJ CA's would already have seniority numbers and able to bid whatever.

Those are the guys that need some experience.

You do know how those guys will react under pressure.

I've done it all. I'll take the airbus for comfort on a transcon but I'd rather fly a CRJ 200 to mins in crappy weather, and would much rather land it in gusty winds... bus is a piece of work for XW and you never really what all that automation will do, and when it goes haywire you have to sort it all out. Not as easy as you seem to think.

Not sure which DL pilots you're talking about.

The AA guy was trained wrong by his own schoolhouse. I also didn't mention air midwest because that wasn't her fault either.

sanicom3205

Air France 447

ReadOnly7

You are incorrect. I flew the ERJ-145 for over a decade, and I currently fly the Airbus 320. The de-icing system on the 145 is superior to the 320. One of the toughest adjustments I had to make in the 320 is to turn on the engine anti-ice manually, and basically GUESS if we need wing anti-ice. The 145 is completely automatic.
And ANY aircraft will stall if you respond incorrectly. The Colgan CA screwed the pooch, end of story.

Randol

I actually work in a highly technical industry where we do just that, the person coming out of graduate school makes the exact same salary as those of us who have been doing it for 20 years. And there are no hard feelings, same amount of work, same amount of responsibility, same level of training to get to do the job, it’s just fair and we all know it.