Of course it doesn't make you a whiny and snively pilot. What makes one a whiny and snively pilot is one who whines and snivels. I'm sure you can make a great case as to why I shouldn't be on a CRJ or ERJ. The fact remains the opportunity is there, and I will pursue the best opportunities I can with a smile on my face. It's a given that corporations want to make money. It is a corporation's job to get their employees to do the most amount of work possible for the least amount of money possible.

What amuses me here (and in every other line of work I've been in) is how a certain amount of people think that they should be insulated from the forces of economics, supply and demand. That is how wages are determined. Hopefully, when you pay money for a product or service, you are looking to get maximum value for your money. Why should Jonathan Ornstein or any other CEO be any different?

The economy is globalizing, and businesses of all types are going to have to compete on a global level. One can either be flexible, accept change and adapt, and one can whine.

What do YOU choose to do?

 

True, but when does the risk outweight the benefits. Having a 300 hour pilot ,that would probably get behind a Baron, flying an RJ is downright dangerous. I pitty the poor regional CA's that have to deal with this on an everyday basis. It must take them back the their CFI days when new students were seemingly trying to kill them on a daily basis.

 

If it's so dangerous, why hasn't the FAA shut Mesa down? If I were behind the Baron, how is it I passed my multi-commercial checkride? How is it that 1900 FOs are upgrading to CRJ captains? Is that dangerous as well? As tightly regulated as aviation is, wouldn't such blatantly dangerous operations be stopped by the FAA? Is having a captain with 100 hours on type dangerous, especially when he has a 300-hour pilot sitting right seat? I'm sure we could come up with some really sensational and scary answers to these questions. I'm also certain that a few of the 1,200 hour CFIs in my ERJ class are now wishing they took the CRJ systems class and the sim time, and that maybe, just maybe, it's debatable that the MAPD pilot development program actually prepares people to fly the CRJ as much (in a different way, of course) as sitting right seat watching someone else fly while telling them how to do so.

All that's going on here is that Mesa has a business model that works for them. Obviously, it doesn't fit the agenda of many people- that's fine, we all have differences of opinion, and that's what makes the world go 'round. While we can and should all voice opinions, demonizing, telling others how they should pursue their career and lousy attitudes get one nowhere. I certainly understand the need to vent and this is a great forum to do so. But, in my opinion, being happy, grateful and having a realistic perspective on what drives business and creates opportunities makes for a much happier life.

 

Unfortunately, that is the REAL problem with some "academy grads", they are not natural leaders or teachers and have NO desire to learn to be. You DO NOT belong in the left seat of an airliner...that is a position which BY DEFINITION in the FAR's requires you to be a leader and a teacher.

There are plenty of GREAT single-pilot aviation jobs available which pay more than adequately compared to regional pay. I suggest that you get your 1000 turbine the right seat of an RJ, then go get one of those other jobs. If you take a CA upgrade at an airline with your attitude, you are depriving your crew and passengers of a key component of the safety system to which they are entitled. The crew will KNOW it, and your daily work experience will be tainted by their resentment.

 

AMW 1900 guys have an ATROCIOUS failure rate when upgrading to jet CA. I personally don't understand why, but it is the fact and you are not representing it correctly.

 

I appreciate your response. It seems I have my work cut out for me. At this point, my mission is to learn to fly the airplane from the right seat. I will either learn to be a captain or work elsewhere.

There are ups and downs to every job. As I stated, I am not a teacher by nature. As I pursued my training, there were a certain percentage of people who clearly didn't have the commitment nor ability to pursue aviation. I would have a very difficult time with such students. That being said, I believe that a person with 2,000 hours on a specific aircraft is more prepared to teach another professional on that same aircraft than a person with 300-800 hours on a few different aircraft teaching a person who hasn't a clue and maybe isn't even sure if he wants to be a pilot in the first place. I may be proven to be wrong, but I think we are looking at two entirely different scenarios.

As I said earlier, different strokes for different folks.

 

Could not agree more.

 

As long as you are willing to learn, you'll be fine. Hopefully you'll find that you enjoy it. I was basically an anti-social all-around loser in junior high, but managed to progress over the years to holding a very senior military rank. It was tough, but worth it.

 

Excuse me? I have a friend who just upgraded from the Beech 1900 FO to CRJ captain. Presumably, he is not the only one who has done so. The fact that people fail speaks to the safety of such upgrades, does it not? Doesn't a failure in fact mean that that pilot was not able or safe to make the upgrade, and as a result, isn't in fact doing so?

What is it I have not represented correctly? I merely stated fact and truth.

 

I have to say, with regards to another reply, I would never knowingly misrepresent anything, though I may not be aware of all the facts.

I can certainly appreciate your progression. I started out in a similar fashion. In fact, I joined the military and wasn't even fit for service, and was basically booted out after three years. A better description of me is that I don't have the patience to teach people who don't have at least a basic understanding of the subject being taught. You've given me a glimmer of hope that maybe one day I just might make it there.

Thanks.