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So, if you're assigned ATR, how long before you can change equipment. I would want ORD for a base and Eagle doesn't fly the ATR there...
Originally Posted by PilotJ3
(Post 929597)
Everything depend in what they need. They've been hiring in all models and bases.
Expect the worst case escenario and you'll be happy at the end of the first bid. ;) |
Originally Posted by DENpilot
(Post 929607)
So, if you're assigned ATR, how long before you can change equipment. I would want ORD for a base and Eagle doesn't fly the ATR there...
ATR have a seat lock of 1 year. After that wait for the vacancy bid and then you move to whatever you can hold. Other way to change is if you get displaced from your base. (ie: you are in SJU and they reduce the fly there and displace you, you can probably able to get emb or crj somewhere else) |
If I am not eligible for rehire with an old aviation job, will this affect my background checks and employment verification after my interview?
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Originally Posted by DENpilot
(Post 929607)
So, if you're assigned ATR, how long before you can change equipment. I would want ORD for a base and Eagle doesn't fly the ATR there...
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Originally Posted by avi8orn8
(Post 929691)
They used to fly ATRs into ORD...not anymore though and I think this is why.:eek:
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Originally Posted by f16jetmech
(Post 929957)
very interesting.... ive never heard of this incident before. Watching it now on youtube :o
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Originally Posted by blastoff
(Post 929971)
This was a big deal in 1994, all the news outlets were talking about the safety of "prop-planes" (even though the ATR was new) and companies stopped flying ATR's in the north during winter. Not unlike the reaction after the Colgan crash...some of the news agencies were citing the Eagle crash when details were scarce immediately following Colgan.
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Originally Posted by f16jetmech
(Post 930003)
refresh my memory on the error of colgan.. was it lack of activating deicing or just poor response to the warnings? I watched the entire video... found it very intriguing. I can see where the company of the ATR would want to blame the pilot, because i would think if you retracted flaps and something happens thereafter, why not put the flap setting back to where it was? Try to re-create what kept the plane flying before. Unfortunate and sad situation.
The National Transportation Safety Board determines that the probable cause of this accident was the captain’s inappropriate response to the activation of the stick shaker, which led to an aerodynamic stall from which the airplane did not recover. Contributing to the accident were (1) the flight crew’s failure to monitor airspeed in relation to the rising position of the lowspeed cue, (2) the flight crew’s failure to adhere to sterile cockpit procedures, (3) the captain’s failure to effectively manage the flight, and (4) Colgan Air’s inadequate procedures for airspeed selection and management during approaches in icing conditions. |
Originally Posted by f16jetmech
(Post 930003)
refresh my memory on the error of colgan.. was it lack of activating deicing or just poor response to the warnings? I watched the entire video... found it very intriguing. I can see where the company of the ATR would want to blame the pilot, because i would think if you retracted flaps and something happens thereafter, why not put the flap setting back to where it was? Try to re-create what kept the plane flying before. Unfortunate and sad situation.
The ATR (basically built by Airbus) has had and still does have a few design issues. Roselawn, is where it was discovered that the ATR didn't have enough ice protection. The deicing boots were too small. There have been incidents within the last year or so in DFW with ice vs. the ATR :eek: |
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