Any inside info on Cape Air???
05-16-2014 | 03:52 AM
#11
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From: Slightly less broke side of RJ
For example the flaps fail landing checklist is a read and do at the marker and if I remember correctly you cant use the autopilot during the 0 flap ils on your ATP ride.
I took about 9 pc's during my time there and never could find a good way to get a QRH and NOS plate book to stay open and on the right page while sitting on my lap during the approach, ass holes and elbows.
05-16-2014 | 12:08 PM
#13
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From: yes
Unfortunately holding somewhere to run a QRH checklist isn't always an option. Can't do that with the single engine before landing checklist, you're not putting the gear down until you want to descend, because at that point you won't have a choice. I usually have the QRH on my lap with the approach plates on the floor or the glareshield. l2flare had it right, there is no optimal way to manage it all, you just do what works for you.
05-16-2014 | 01:09 PM
#14
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Having done the single pilot twin piston thing before, I can tell you so long as you get the prop feathered pretty quick if out up bag a motor and get the gear out sometime before you impact some pavement the rest of it pretty much takes care of itself.
05-16-2014 | 01:36 PM
#16
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From: RJ right-seat warmer
This reminds me of when that Qantas A380 blew an engine...I recall that the pilots mentioned they had to spend a solid hour running checklists before returning to land. You'd think that time would've been necessary to dump fuel, but apparently, it was required to run all the checklists.
Good thing all 4 engines didn't fail. They'd still be up there running checklists
Good thing all 4 engines didn't fail. They'd still be up there running checklists
05-16-2014 | 02:50 PM
#17
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From: Unemployed 121 Captain
05-16-2014 | 02:53 PM
#18
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From: Unemployed 121 Captain
mostly good people, contract and work rules are better then any regional that I know of. Flying the 402 is fun. Hand flying raw data six pack approaches while running QRH etc have tripped up guys coming from heavy jet backgrounds occasionally, but I think most do fine.
I left couple of months ago but new hires generally were going to out station carrib bases (think nevis, anguila etc, not st thomas or san juan) or getting the montana region (possibly because the region had just opened)
Don't expect that commuting will be easy, in a lot of the outstation bases cape is the only air service. With no jumpseat it can make it hard to get in position for day 1.
They were hiring anyone with an ATP and the ability to sign their name when I left, doubt this has changed in 3 months.
There is at least one good cape thread going in the 135 section with more info.
I left couple of months ago but new hires generally were going to out station carrib bases (think nevis, anguila etc, not st thomas or san juan) or getting the montana region (possibly because the region had just opened)
Don't expect that commuting will be easy, in a lot of the outstation bases cape is the only air service. With no jumpseat it can make it hard to get in position for day 1.
They were hiring anyone with an ATP and the ability to sign their name when I left, doubt this has changed in 3 months.
There is at least one good cape thread going in the 135 section with more info.
Last edited by 727574drvr; 05-16-2014 at 03:07 PM. Reason: Brain fart in spelling.
05-16-2014 | 03:00 PM
#19
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From: Unemployed 121 Captain
Sounds like a blast, and while SE in a twin is an emergency situation, I have found that if an A/C is clean and climbing, take enough time to do right and things will work out fine.
05-16-2014 | 03:04 PM
#20
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From: yes
I can confirm that it is indeed quite a fun job, but clean and climbing SE isn't always the case, especially in warm weather and high weights. Regardless, it sounds like you and the company are a good match!
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