Proposed ATP/1500 Minimums for 121 Carriers
07-29-2009 | 09:31 AM
#121
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From: PIC Challenger 605
I don't believe that she was at the controls??? Little hard for her to demonstrate stall recovery while not actually flying the airplane. She did pull the flaps up without command though. I'll grant you that.
07-29-2009 | 09:34 AM
#123
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From: A320/321 FO
07-29-2009 | 09:34 AM
#124
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Joined: May 2007
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From: CFI
The same places they were coming from when the mins were higher, CFI, freight, military, etc. While the number of pilots being licensed has dropped it nowhere near outpaces the number of jobs available. Airlines are contracting and I think you will see this trend continue even past the point of profitability. If the FAA requires at least an ATP there will be plenty of licensed pilots to fill empty slots.
As for your second point, I don't think there will be plenty of liscenced pilots to fill the ATP 1500 hour rule. Like I said, I'm not arguing against it at all. I have 1200 hours, but the passage of the law would probably cause me to look for another career path. Another three hundred hours of CFI time and the time it will take for hiring to restart is likely too long for me. I think others in my position would harbor the same thoughts. Just one man's view, though.
07-29-2009 | 09:34 AM
#125
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What?! Why should that matter? I don't care if it is Chuck Yeager sitting next me...if they are trying to kill me, I take the controls. Period.
07-29-2009 | 09:34 AM
#126
Banned
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From: EMB 145 CPT
How about not requiring a doctors note if you are sick. If a pilot even feels a little tired they should be given the day off with no questions asked. The regionals often treat pilots like children. It is no wonder that sometimes they act like them.
Pilots should be able to call in sick or take the day off if they feel they need to for whatever reason. Airlines should have enough people on staff to cover. An investigation should not be opened whenever someone calls in sick or decides they don't want to work that day.
SKyhigh
Pilots should be able to call in sick or take the day off if they feel they need to for whatever reason. Airlines should have enough people on staff to cover. An investigation should not be opened whenever someone calls in sick or decides they don't want to work that day.
SKyhigh
Section 7. In individual cases when employee counseling has not been effective and there remains sufficient cause to believe an employee may be abusing sick leave, the employee may be given advance written notice, indicating the reason(s) that he/she will be required for a period of time, not to exceed six (6) months, to furnish a medical certificate for each subsequent absence. When it has been determined by the Agency that the requirement is no longer necessary, the employee shall be notified and the previous notice(s) shall be removed from the records and all copies shall be returned to the employee.
Section 8. Except as otherwise provided for in Section 7, an employee shall not be required to furnish a medical certificate to substantiate a request for sick leave of four (4) days or less. An employee shall be required to furnish a medical certificate for absences of more than four (4) workdays, except that this requirement may be waived by the Agency in individual cases. If a physician was not consulted, a signed statement from the employee giving the facts about the absence, the treatment used, and the reasons for not having a physician's statement may be submitted to the Agency as supporting evidence.
Section 9. The number of hours of sick leave used shall not, in and of itself, constitute sufficient cause for sick leave counseling.
Section10. An employee who, because of illness, is released from duty, shall not be required to furnish a medical certificate for that day.
Section 12. Except in cases of abuse, sick leave usage shall not be a factor for promotion, discipline, or other personnel action.
Need for Stronger Academic Emphasis
The Joint Aviation Authority (JAA), now the European Aviation Safety Agency (EASA), and FAA pilot licensing requirements are both ICAO-compliant. The single biggest difference between EASA and FAA is knowledge requirements. The FAA theoretical knowledge is simply not as demanding as EASA, which has 14 written exams versus one by the FAA, which is a multiple-choice exam. The EASA exams require the student to be tested for 30-40 hours. By stark contrast, the FAA publishes its exam questions with answers provided so a student can purchase them, study the questions, and pass its single exam. Examination questions are not available for EASA exams in such a manner.
The least demanding Federal Aviation Regulations which govern commercial pilot license requirements (i.e., §61.125 and §61.155) specify the aeronautical knowledge requirements for commercial and airline transport pilot ratings. These rules were written decades ago, when there was no expectation that they would be used as minimum standards to train pilots to take jobs as airline first officers. The requirements emphasize weather and navigation, including interaction with air traffic control. There is some mention of aircraft aerodynamics and human factors, including aeronautical decision making and judgment as well as crew resource management. The regulations allow self-study and many such training courses emphasize passing the test rather than learning the material. We do not feel these requirements are adequate to prepare a professional airline pilot. The ground instruction of these subjects needs to be strengthened with required formal classroom academic instruction and more extensive testing and examination.
The EASA-approved training course for a commercial airline pilot tends to be rather structured and rigorous. FAA should develop and implement a corollary ground school and testing process in FAR Part 121 for all pilots who seek commercial airline careers. Testing akin to the quality of the Certified Public Accountant (CPA) exams or bar exam for attorneys would benefit aviation by serving as a screening tool to ensure that, in the future, only the most knowledgeable and dedicated pilots join the ranks of airline pilots.
http://www.alpa.org/portals/alpa/pre...-09written.pdf
For one thing it will create a level playing field for regionals looking at candidates. Places that fed off of and took advantage of the low timers because no one else was hiring at 300TT will have to change their tune. When hiring does pick up i think all regionals will be at the same hour requirement and the only other way to get applicants will be to pay and treat them better. It is sad that people had to die to get a common sense solution proposed. We all knew that hiring low time pilots was a bad idea.
Once again congress and the rest of the gang has completely missed the point and went for the most obvious and media friendly solution. You can take a 4000hr FO and if hes had his scheduled changed five times, been on a reduced rest overnight with crew tracking calling his room at various intervals throught the night, with a 510am show all for $28 an hour.... Mistakes might happen especially when your cheap arse company put min fuel on your plane with marginal weather at destination and no alternate. But I totally agree the difference between 1200tt and 1500tt is immense. What a joke.
Anyways, I hope this kills the whole MPL idea.
Last edited by Nevets; 07-29-2009 at 11:56 AM.
07-29-2009 | 09:34 AM
#127
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BS. What do you do as a CFI if you're student is pulling up during a stall... let him take you to your deaths? If we think more time is going to fix things might as well make it 5000 hours just to be sure. I think training is the problem. Anyone can fly one hour 1500 times in the airport pattern. The mentality to train for the checkride with no regards to real life issues to save costs is what caused this crash.
07-29-2009 | 09:35 AM
#128
Line Holder
Joined: Jan 2007
Posts: 784
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RAH boys flies 747's for $3 in hour all while clubbing baby seals!!!
If this piece of legislation goes through, RAH would no longer exist thus religious extremism will dissappear and we will all dance on the rainbow and poop butterflies.
07-29-2009 | 09:36 AM
#129
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See, if they were more experienced decision makers, they wouldn't have been anywhere close to a stall in the first place.
07-29-2009 | 09:36 AM
#130
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From: none ya...
Yeah, I agree with you TProp, but I think this is the flaw in your thinking:
The situation that you just presented included a responsible, experienced captain and a responsible, life experienced (?) FO. What happens in your situation when the recently upgraded captain with 50 PIC total is trying to mentor the 200 hr guy with the wet commercial?
I put the question mark in there because I don't know your experience, but rickair alluded to the fact that you have "life experience". I meant this situation I presented to be as respectful towards you and the captain as possible while contrasting it to a couple characters that were not as experienced.
Also, this brings up a strange situation. Now these "fresh" ATP's may be flying with captains that have 1/20th the PIC time.
The situation that you just presented included a responsible, experienced captain and a responsible, life experienced (?) FO. What happens in your situation when the recently upgraded captain with 50 PIC total is trying to mentor the 200 hr guy with the wet commercial?
I put the question mark in there because I don't know your experience, but rickair alluded to the fact that you have "life experience". I meant this situation I presented to be as respectful towards you and the captain as possible while contrasting it to a couple characters that were not as experienced.
Also, this brings up a strange situation. Now these "fresh" ATP's may be flying with captains that have 1/20th the PIC time.
And looking back on it I can see how valid your point is. As anyone else I have learned that much about this industry is not as it always seems on entry, but I can never say that the time I spent as a 3-400 hr wonder in 121 wasnt valuable to me. If the requirments were differant I would have done things differantly, but I have always believed you get out of something what you are willing to put in.
