Originally Posted by NoJoy

4. Stand ups would be illegal.

5

Originally Posted by AirWillie

Punishable by what?

Originally Posted by hslightnin

arent the cargo ops basically doing stand ups?

they would have to double there pilot group?

Originally Posted by NoJoy

1. Duty day would not exceed 12 hrs

2. Rest would start at the hotel, not the van.

3. There would be no reduced rest.

4. Stand ups would be illegal.

5. Atp required for all pilots to fly 121

6. All training would be AQP unless it is the pilots initial check ride or type
rating.
7. All 121 pilots will be typed on the aircraft they fly.

Originally Posted by Stratapilot

I would require the airlines pay thier pilots based on their DUTY time not their flight time.

I would forbid a pilot from flying while ill and mandate that the carrier compensate the pilot while he or she is getting treatment and recuperating.

A pilot shall have 20 "personal days", no questions asked, but no sick time, thus removing the possibility of an airline requiring a doctors note. If you're not up for the flight, your not up for the flight. Period.

A pilot shall have a minimum of 20 days vacation.

I would also set a "pilot minimum wage" for all regional 121 carriers. SIC's to start at 40K per year. Captains will be paid a minimum of 80K. The pay would be adjusted annually for inflation and cost of living to encourage pilots to live in or near their base.

All national carriers shall pay their SIC's a minimum of 70K, and their Captains a minimum of 120K

To ensure proper and decent management of an airline, management personnel will be individually certified and licensed by the FAA. Should any corporate malfeasance or gross negligence occur the FAA may revoke the managers certificate and bar them from working at an airline or aviation related field. This would prevent Gordon Gekko's from hopping from one airline to the next ruining lives for their own gain.

I would start the 12 hour "rest period" from when the pilots check into the hotel.

Additionally, while I wouldn't require an ATP, I would create a new license called the "SIC ATP". The certificate would be required to act as an SIC on any 121 air carrier The mins would be 1500 total time, 100 night, 100 instrument, 200 cross country, and a minimum of 100 hours of multi or 50 hours of simulated turbine time or 75 hours of a combination of both. The pilot must pass the ATP written with an 80% or higher. The pilot would also be required to hold an active commercial pilot's certificate for 3 years before applying for the certificate. Afterwards, the pilot MUST obtain their PIC ATP within 5 years of their date of hire.

An airline may furlough a pilot, however, they must provide health coverage, and pay them a minimum of 1/2 of last years pay.

I would eliminate the use of the seniority system in it's entirety

Oh and free ice cream.

Originally Posted by Jayhawk 023

Excellent points.

Those are the about the most realistic things that can happen and they would go a long way to addressing added safety in our profession.

My one question. I don't disagree with point #1, but would it not be difficult, in a logistic sense, especially in keeping with schedules for the next day...assuming the same crew is scheduled to fly the AM departure?

As for payscales, a magic wand may be what is needed....different discussion

Originally Posted by RJSAviator76

As a head of the FAA, you can't legislate a ban on seniority. However, I'm the first one to say that the seniority system HAS TO GO if this industry is going to even have a fighting chance at restoring itself.

I'd also require ATP, but unlike you, I'd do away with SIC type ratings and require ALL pilots to be PIC type rated on aircraft they fly regardless of the seat position. Think quality...

Good stuff...

Originally Posted by Stratapilot

I wouldn't be against requiring the pilots to be PIC typed either. I've done the right seat program over at prestosim here in dallas and I'll be the first to say its baloney with respect to the training required to handle something hurtling through the skies at 400 KTAS.

Again the "ATP SIC" would require almost the same amount of hours as an ATP with one exception, the cross country hours lowered to 200 hours. 500 hours of cross country time is REALLY had to come by if your a flight instructor. I figured that for me to come up with 500 hours of cross country time, assuming 5 hours of cross country training per student, I would need to long almost 4000 hours in the process. Some of us really enjoy flight instructing, however would be uncomfortable with the idea of freight hauling, which would be the only reasonable way to gain those hours.

I'm all for maintaining quality, but its important to grant reasonable accessibility to those that would like to pursue a career.

Originally Posted by FlyASA

Isn't it 500 hours airport to airport, not 500 hours cross country?

Originally Posted by STINKY

you my friend are correct