Would I stand a chance?
09-18-2007, 05:52 PM
#11
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Thread Starter
Joined APC: Sep 2007
Position: ERJ-170 FO
Posts: 55
Originally Posted by Airsupport
hey sorry to hear about that man.. can you get a first class medical? if you can then i see no problem in you flying for the regionals. you will more than likely have to get a soda attached to your medical, but that should be no problem if you can do everything just fine.
and on the thrust reversers, they do have to be at idle, and there are release buttons on the thrustreverser themselves, but they are located where you grab them from so if you can move them, you can probably push in the releases to pull them back. i think some people were confused about that on here. on the crj 200 there ARE thrust lever release buttons built into the thrustreverser handles.
and on the thrust reversers, they do have to be at idle, and there are release buttons on the thrustreverser themselves, but they are located where you grab them from so if you can move them, you can probably push in the releases to pull them back. i think some people were confused about that on here. on the crj 200 there ARE thrust lever release buttons built into the thrustreverser handles.
And yes, I do have my first class with a SODA.
09-18-2007, 05:55 PM
#12
Gets Weekends Off
Joined APC: Jan 2007
Position: CRJ
Posts: 2,356
ok, i think you have done it all then. just go get hired and prove that you can do everything in the sim and you should be fine...getting the first job is going to be a beast though, but you can do it if you want it.
09-18-2007, 06:14 PM
#13
La Familia Delta
Joined APC: Oct 2006
Position: B-717 FO / C-17 AC
Posts: 2,467
Originally Posted by trackpilot
No there is a lockout switch that you have to pull up on in order to engage the thrust reversers.
I don't currently fly for a regional but i took the CRJ course at my school and remember how much of a pain it was to engage them at first.
I don't currently fly for a regional but i took the CRJ course at my school and remember how much of a pain it was to engage them at first.
however, there are vertical actuators on the thrust levers you have to squeeze on when moving the thrust lever from cutoff to idle and vice versa.
09-18-2007, 06:25 PM
#14
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Joined APC: Sep 2007
Position: ERJ-170 FO
Posts: 55
Originally Posted by ghilis101
lockout switch? i flew the crj and it definitly did not have a lockout switch (skywest fleet) and my brother has informed me that mesa's fleet doesnt have a lockout switch either.
however, there are vertical actuators on the thrust levers you have to squeeze on when moving the thrust lever from cutoff to idle and vice versa.
however, there are vertical actuators on the thrust levers you have to squeeze on when moving the thrust lever from cutoff to idle and vice versa.
09-18-2007, 06:28 PM
#15
La Familia Delta
Joined APC: Oct 2006
Position: B-717 FO / C-17 AC
Posts: 2,467
correct, and on shutdown (in flight engine shutdown could be a factor but if you were doing it youd be the Pilot Monitoring and not the Pilot Flying). the spring on it is not very stiff either it requires only light pressure.
09-18-2007, 07:06 PM
#16
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Joined APC: Sep 2007
Position: ERJ-170 FO
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Originally Posted by ghilis101
correct, and on shutdown (in flight engine shutdown could be a factor but if you were doing it youd be the Pilot Monitoring and not the Pilot Flying). the spring on it is not very stiff either it requires only light pressure.
If there's one thing I've learned is that "can't" isn't in my vocabulary. I never thought I'd fly again, did it. Never thought I'd fly a multi again, did it. Never thought I'd CFI again, did it.
It sounds like I may be worrying just a bit too much.
I'll be going in to work early tomorrow and jump in one of the Challengers in our hangar and see how it feels. See how it goes with my right hand. See how smoothly it would be to throw my right hand on top of the yoke to maintain direction while throwing my left hand under to the throttles.
Last edited by PhoenixFlood; 09-18-2007 at 07:06 PM. Reason: grammer
09-18-2007, 07:25 PM
#17
Gets Weekends Off
Joined APC: Jan 2007
Position: CRJ
Posts: 2,356
Originally Posted by ghilis101
lockout switch? i flew the crj and it definitly did not have a lockout switch (skywest fleet) and my brother has informed me that mesa's fleet doesnt have a lockout switch either.
however, there are vertical actuators on the thrust levers you have to squeeze on when moving the thrust lever from cutoff to idle and vice versa.
however, there are vertical actuators on the thrust levers you have to squeeze on when moving the thrust lever from cutoff to idle and vice versa.
http://www.airliners.net/open.file/1001198/L/
then when you stow the thrustreversers you just push them back down and you will hear them LOCK again.
09-18-2007, 08:01 PM
#19
Chief Jeppesen Updater
Joined APC: Oct 2005
Position: Executive Transport Driver
Posts: 3,080
Originally Posted by PhoenixFlood
Gotcha, that makes sense. I'll know more atfer I sit down in the Challenger at work tomorrow.
And yes, I do have my first class with a SODA.
And yes, I do have my first class with a SODA.
Sorry to hear about your situation. The big thing isn't whether an airline will hire you. It's whether the FAA will certify you. To fly as a required crewmember, I believe that you'll need an additional SODA for each aircraft type/seat position that you fly in at the airlines (transport category aircraft).
I know a pilot that is an amputee. He has a limitation on his medical that prior to flying any particular make/model, he must demonstrate that he is capable of manipulating all the required flight controls, switches, etc. Once he has done so, he gets an addition to his SODA for that make/model.
I would suggest that you call AOPA and ask the medical staff there what they might suggest. You might also try calling the FSDO (particularly one that oversees whichever company you are interested in applying to), ALPA aeromedical or the NBAA. Each organization might have some information on how to proceed. Our advice gets you started in the right direction, but the truth is web info will only take you so far. To my knowledge, none of us that have responded are POIs for a particular airline or AMEs or any other type of person that could give you "official" advice.
Good luck.
09-18-2007, 08:09 PM
#20
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Joined APC: Sep 2007
Position: ERJ-170 FO
Posts: 55
Originally Posted by FlyerJosh
PF,
Sorry to hear about your situation. The big thing isn't whether an airline will hire you. It's whether the FAA will certify you. To fly as a required crewmember, I believe that you'll need an additional SODA for each aircraft type/seat position that you fly in at the airlines (transport category aircraft).
I know a pilot that is an amputee. He has a limitation on his medical that prior to flying any particular make/model, he must demonstrate that he is capable of manipulating all the required flight controls, switches, etc. Once he has done so, he gets an addition to his SODA for that make/model.
I would suggest that you call AOPA and ask the medical staff there what they might suggest. You might also try calling the FSDO (particularly one that oversees whichever company you are interested in applying to), ALPA aeromedical or the NBAA. Each organization might have some information on how to proceed. Our advice gets you started in the right direction, but the truth is web info will only take you so far. To my knowledge, none of us that have responded are POIs for a particular airline or AMEs or any other type of person that could give you "official" advice.
Good luck.
Sorry to hear about your situation. The big thing isn't whether an airline will hire you. It's whether the FAA will certify you. To fly as a required crewmember, I believe that you'll need an additional SODA for each aircraft type/seat position that you fly in at the airlines (transport category aircraft).
I know a pilot that is an amputee. He has a limitation on his medical that prior to flying any particular make/model, he must demonstrate that he is capable of manipulating all the required flight controls, switches, etc. Once he has done so, he gets an addition to his SODA for that make/model.
I would suggest that you call AOPA and ask the medical staff there what they might suggest. You might also try calling the FSDO (particularly one that oversees whichever company you are interested in applying to), ALPA aeromedical or the NBAA. Each organization might have some information on how to proceed. Our advice gets you started in the right direction, but the truth is web info will only take you so far. To my knowledge, none of us that have responded are POIs for a particular airline or AMEs or any other type of person that could give you "official" advice.
Good luck.
Is this pilot you know currently flying for a 121 carrier?
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