First IOE leg/day for me was BWI-EWR i was the NFP, and it seemed by the time I did the checklist, flow and radios, I looked outside and we were through 10,000ft ! hahaha But that first takeoff was felt great

If your IOE CA didnt give you any advice ....HE SUCKED.

Any new stories out there??

My first flight at PDT was in 906HA.... Oldest dhc-8 in the world. The irony is not lost in me. Coolest SOE instructor at the airline hands down. Toronto and DC overnights.

Not the oldest Dash-8, just the highest cycle time Dash-8. 906 has 6 sisters who are just a bit older, but haven't been ridden as hard!

My first day was in the middle of snow storm in ATL! The whole day was delayed by 4 hours+!

First flight:

PHL-LGA two hours behind. LGA went into ground stop while enroute so we held over LGA for an hour half. Good times.

First ever flight was STL-ATL. It was hectic, but the two things I remember most were learning what metering was and that we called our own times. On my second turn, halfway to IAD, my PFD broke and we had to divert back to St. Louis.

***However, the way that it affected me most is that 2 years later I reconnected with the FA from that first trip and I'm gonna marry her***

(she's no longer an FA )

Not regional and not my IOE but I'll always remember the first leg of a peach-fuzz engineer shortly after I got a window seat. Eyes the size of saucers, his check engineer dozing in the corner after we reached cruise, he was just starting to settle down when the senior came in to take drink orders. When she was finished with the Captain and I, she turned to this cherub engineer and, in her deepest Texas twang said, "I'll come back and breast feed you, Junior!"

I was sent to GJT for IOE. Awoke on 1 June, and it was snowing like crazy! Met my IOE CA in the terminal at the designated coordinates. Our schedule was GJT-DEN, DEN-ASE, ASE-DEN, DEN-GJT. CA advised that weather at ASE was already below mins and that turn would most likely be cancelled.

We went out to the plane and the CA asked me to fly to DEN. I felt fairly comfortable with the individual procedures and tasks, but unsure how to fit them together in the sequence of a flight. The IOE CA anticipated and helped with this a great deal.

I remember the thrill of watching the pax come out to the plane. I waved at some kids. We had the number #1 FA in our crew and she was a little distant. CA explained that she tries to establish her dominance early and advised me to be submissive and show her my throat. I was cordial and professional and flew with her quite a bit a few months later as a new CA. She was always squared away with no drama, and for that I definitely did not mind her other personality traits.

After rotating, I did not pitch high enough. The CA said, "Pitch up to the command bars for me." I was surprised by the amount of pitch needed to establish the proper climb. The flight to DEN was in IMC most of the time. We had to utilize anti- and deicing equipment, which was a good opportunity to review them.

I grew up and learned to fly in Southern California, so I chuckled to myself every once in a while about this being my first flight in snow. On the ILS, we broke out about 200' above DA, with snow blowing sideways across the runway. I chuckled some more. The landing was okay, touchdown a little firm but no bounce.

In the terminal, the CA called Dispatch and advised them to cancel our ASE turn due to weather, but they would not. They gave us an alternate of COS. CA told me to fly us to ASE and that diversion was certain.

I fumbled with getting the FMS set up, mainly because the simulator did not have one and we had only gotten a little training on a PC version. The CA was able to keep me squared away and had great pointers.

Enroute to ASE, CA listened to ATIS when receivable. The wx was below minimums. He said he would ask Approach if there appeared to be any chance of improvement. Center switched us over and CA asked ASE if the weather showed any signs of improving. They replied that the tower said it is getting worse. CA talked with company and they agreed that we would return to DEN. ASE Approach formulated our clearance quickly and we were on our way back.

CA gave me the radios while he checked wx. I noticed him frowning. DEN was going down hard, and our alternate (COS) was below minimums. CA said, "we could be really screwed here. We do not have gas to go all over the state to find an airport with okay weather. We're continuing to DEN and there will be no missed approach, if you get my meaning."

On the ILS, I called out "Decision altitude." CA said, "Approach lights in sight." I said, "continuing", and looked up at the approach lights. About 75' lower, the runway lights became visible.

Quite a first day! I felt okay flying the plane, but helping with PA announcements, making sure in range calls were made, etc, seemed a little daunting for a while.

Am I happy? Yes, I will always be greatful for the opportunity to fly an awesome plane with awesome people. I am now furloughed and happy about that as well. It's a cool job, but not worth commuting for.

The Dash Whisperer