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Colgan Hiring

Old 08-01-2006, 08:19 PM
  #31  
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Hey guys another question, a while back i found some great resources on Colgan's operation. One was actually a list of all the lines out of each base. Any idea where I could find some other information relating to this?

Also, i was sitting next to an NTSB investigator on a flight not too long back. Is it true you guys can MEL the nosewheel steering? He says that was the case and that they spend a lot of time dealing with issues at Colgan, is there any validity to that statement?
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Old 08-02-2006, 08:34 AM
  #32  
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Originally Posted by cloudkicker1981
100% agree with you, I dont know were Weaclrs get's his info from but there are plenty of guys with enough time and seniority to hold captain. Their just not needed.
I disagree. There's not. They are holding back Beech captains from transition because there is not enough Beech FO's that have the time. We are currently upgrading FO's over a range of 40 seniority numbers (15% of the seniority list) searching for guys with the time and good PC's as FO's. And I'm getting called constantly to fly, along with a couple of other captains I know (I live in base, so as we know, that means you are reserve when scheduling is looking for a pilot).

Originally Posted by cloudkicker1981
After reading all your post weaclrs and how you state what WE look for in an interview, I believe your just spreading colgan propaganda.......Actually you sound a lot like BRINK! But I really dont care anymore, I'm so use to getting bent over left and right by this company that I'm starting to like it. I do like it here, but dont try to come off as Mr. Rogers because nobody who is really flying the line here at colgan is that FUking happy! Sweating my balls off waiting for a push in LGA, and arguing with Screw scheduling about rest requirements.
No, not Brink. And not management. I look nothing like a Colgan! But I admit it freely. I like this company. And call me crazy, but I like the flying...a lot. And yes I'm sitting in LGA on hot days too. Thinking about heading for IAH. It's cooler. Seriously, Colgan has its issues. I'm in my own current tiff with crew scheduling (I think it's funny pilots at other airlines call their crew scheduling "screw scheduling" too). But overall it's one of the better companies I've worked for, both in and out of aviation. It is what it is. I'm sorry if bringing a positive note about flying for Colgan or any regional airline bends you. There are a lot of us here happy to be flying the line at Colgan.

Originally Posted by cloudkicker1981
Almost all the colgan pilots i fly with are cool and great guys...
It's not by chance. It's because we (I'm asked to be involved in interviewing on a regular basis) try hard to hire pilots with great attitudes. The interview process is designed to produce this result. Once the candidate is in the interview, we are focused on determining if they have a great attitude and would be a good person to work with. As long as they have the basic skills, we can train them. But we can't train attitude.

Originally Posted by cloudkicker1981
Bottom line Colgan is not worth coming to at this point because the pay sucks for second year and the upgrades are not 1yr anymore! That is why we can't hire people.
I disagree. I think Colgan is very much worth coming to. We are currently upgrading guys from March of '05. That's still just 16 months. And I read the opinion above about 2 - 3 year upgrades. Is that possible? Yes. But not likely. Now that the Colgan siblings have the company from their Dad, they will continue to grow. They have demonstrated desire and ability to expand. There have been several opportunities in the past nine months and of course a big one is still out there to be decided. I wouldn't count them out at all. And that will mean more upgrade opportunities than just attrition. Second year FO pay is definitely an issue. I've been told directly by MF that they are aware of it. Whether they do anything about it or not, I don't know. Like I said, Colgan has its issues too.

The reason for the lack of candidates is there aren't many left. Most of the flight schools are tapped out. I've talked with recruiters at other regionals, from XJT to AE to SkyWest. All are very concerned and seeing exactly the same trend. And the FAA has reported that new student starts are down sharply over the past 18 months (more than 40%).

Last edited by WEACLRS; 08-02-2006 at 10:07 AM.
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Old 08-02-2006, 08:43 AM
  #33  
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Originally Posted by mccube5
Hey guys another question, a while back i found some great resources on Colgan's operation. One was actually a list of all the lines out of each base. Any idea where I could find some other information relating to this?
The crew website wasn't secure and some enterprising folks found a way in. That's been fixed. What you are asking for is the bid and that's not public info.

Originally Posted by mccube5
Also, i was sitting next to an NTSB investigator on a flight not too long back. Is it true you guys can MEL the nosewheel steering? He says that was the case and that they spend a lot of time dealing with issues at Colgan, is there any validity to that statement?
Yes. We can MEL the nose wheel steering. There are significant number of procedures that have to be complied with, including mx procedures. I've never been asked to fly an aircraft with the steering inop. Maybe other captains have. But I don't believe it's common.
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Old 08-02-2006, 12:28 PM
  #34  
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Originally Posted by WEACLRS
But I admit it freely. I like this company. And call me crazy, but I like the flying...a lot.
You are a breath of fresh air. I like to hear someone who likes their job. Makes me wish once again that I had been hired there. I get tired of hearing negatives (which I'm sure the airlines are full of). It's great to hear that someone takes the good with the bad and just rolls with it. Congrats to you for liking your job. Maybe someday I'll get another shot!
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Old 08-02-2006, 01:24 PM
  #35  
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Originally Posted by WEACLRS
The crew website wasn't secure and some enterprising folks found a way in. That's been fixed. What you are asking for is the bid and that's not public info.



Yes. We can MEL the nose wheel steering. There are significant number of procedures that have to be complied with, including mx procedures. I've never been asked to fly an aircraft with the steering inop. Maybe other captains have. But I don't believe it's common.
You can do that on any number of airliners, not really an issue for TO & LDG, but you have to plan the taxi well.
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Old 08-02-2006, 06:19 PM
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I've had the nosewheel MEL'd once in 2.5 years.
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Old 08-02-2006, 11:07 PM
  #37  
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yeah the nosewheel steering, or lack there of i should say, seems like it wouldnt really be much of a problem on say a saab 340. on a crj though that seems like a much bigger pain in the @ss. cant wait til the days when i finally learn all the stuff that doesnt need to be working on board these things to fly them.
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Old 08-03-2006, 06:35 AM
  #38  
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...until the TCAS is MEL'ed and you have to go back to your uncontrolled field with all the yahoos flying around making zero radio calls. Do da Colgan!
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Old 08-03-2006, 07:15 AM
  #39  
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Okay I have read and read and read the threads for this orginial post. I have to agree sounds a lot like Brink, but in some statements it is obvious it is not.

The truth about Colgan is...You are the only one looking out for yourself. You need to know the Policies and Procedures better than anyone. You have to or everyday you will find yourself in a situation where you could be violated.

I am sure every airline has its issues but I am in my last few days with Colgan and I am moving on. I used this company for exactly what I wanted and I was used by them for what they wanted. I wanted to move on with 121 experience and they wanted an ass in the seat. So the feelings are mutual.

The only guys that I have seen that are happy at Colgan are those that have a family and their home is near where they are based. It makes it nice with being home everynight and still flying. You might see a few brand new pilots that are excited with 700 hours to be flying in 121.

It doesn't take long for you to realize just what is being thrown at you. Looking back in a 24 hour period to see you have the proper rest for your flight time means just that...24 hours (3pm today until 3pm yesterday) So when dispatch is trying to make you violate that you have yourself and the chief-pilot to help. So what do you think is said when you call him to back you up. "If the computer says you are legal you are legal." So I call and ask what time my rest started and it was marked as a time when I was still in the air flying. So hell yeah the computer will say I am okay. Computers can be wrong especially when it is human entering the determining factors. So the second call I get told that looking back in a 24 hour period means looking back to midnight. Come on...Next day resumes went out.

The quick upgrades are gone. There isn't enough pilots. My base alone three guys are leaving this month. Last month we were short pilots and only 4 guys for my AC came on line to bases that had multiple lines open. They haven't found out to get ahead of attrition. Maybe it is because the truth about the company is getting out there. The reserves at my base are doing TDY elsewhere. So at a MX Base there ins't a reserve around. Your reserve crew is your AM crew and when they get done around 12 they go out and cover what needs to be done...16 hours people.

Another one if you come here you have to watch for everyeing here is what was thrown at me on Day 1 after IOE. When you are on reserve your duty time starts at the time you are on reserve not when you are called to the airport. They will try swing that one by you. I was guilty day one...I learned my lesson. 4am to 4am reserve means your duty time started at 4am. I flew until 1am. Which is 21 hours I was told I was legal because I didn't come to the airport until 11am. Whew.

Part 91 is just that...unless it is in the middle of your flight schedule then it is a domestic fligh. Part 91 cannot go over 16 hours. Trust me. There are so many guys here that say you can fly part 91 over 16 hours. You can do 91 over your 8 hour flight time but not duty time. I can pull it where it says it both for Part 135 and Part 121. I tell people here all the time that if you were able and legal to do...then why do they offer you another day off or something else for helping them out...Because you aren't legal for it...If you were...this is the company that would say ****in do it.

I might be a bitter employee but I try to tell people what lies ahead because one thing is for sure. We all spent a lot of time and money to get where we are and this isn't a place I want to throw it all away. I came here for experience and maybe an upgrade. I can't endure anymore. I fullfilled my contract and I am moving on. I got what I wanted out of them and vice versa so both are happy. Especially now that they don't have to give me a raise of $1.
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Old 08-03-2006, 07:42 AM
  #40  
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See- we need more posts like that one.

Just like a buddy of mine who was violated for bust'n duty time at AE. These places call you up and threaten you to work and when the Feds come knock'n your trusting employer points the finger at you.

What the 700hr airline pilot needs to know is- A violation at this level will result in jetstting in a cessna 210 loaded with fake dog$hit in the middle of the night- if your lucky.

When you think about it- Why are the regionals/commuters primarily hiring low timers that are programed to say "YES SIR!" "COMING SIR!"
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