You also have to take into consideration printing updates, paying someone to distribute them, paying someone to track compliance, etc. The cost comparison gets even more lopsided when dealing with Jepps.

Sorry, think I sort of derailed this fast. If I am correct, it will still take until March for full EFB use, and the potential money savings is a loss since end of this year is target date for Cert merger. If I am incorrect then even with savings on manuals, it would never come close to the money spent adding new AC to another cert and then putting 300ish(guess here) pilots into indoc.

Also I don't see how this could be avoided since standing procedure has been new indoc for any pilots switching certs. How would they get around that? Wouldn't it also take new training even if the profiles and callouts were 100% the same it's still a new program according to the FAA. (I do realize they just added QRCs and a complete change to checklist usage with online only training)

So no need to get into the weeds this much. EFB or Paper manuals aside, how is this saving money? No way 'Delta Uniforms' are that much of a motivator either but hey I've been wrong before. Point I am trying to make is that there MUST be a hidden motive for this merger that has not yet been released.

In a merger, the pilots do not need to go through indoc or retraining. Just look at the recent mergers between Delta-Northwest, United-Continental, Expressjet-ASA, etc. They just brought the manuals together and merged the certs. Heck, Expressjet-ASA are on one certificate but they still haven't finished merging.

Fellas, Shuttle has ship sets for the manuals, so the company will only need to print a POH and GOM for each aircraft and send out revisions to each pilot. The Shuttle revision book is pretty thin right now and I don't know about E145 POH revisions but I doubt it's gonna be that big of a deal.

Also, everybody already has all of the Jepps they need. We are all responsible for ALL of the charts that the company distributes to us, but only need to carry what is listed in C070 (or whatever it is) for that particular cert. The prudent thing for the company would be to just re-issue charts for the airports that are not common to Shuttle and CHQ....and I can't imagine that is very many airports. Once the C070 is updated, just go through your jeeps, figure out which airports you don't have, and send a request to tech pubs or go to the jeppview on the company website and print them off a company computer...like I said, I really doubt that either cert will need to add very many airports.

The cost for the charts and the manuals is gonna be negligible and isn't a factor.

Also, if we spread the word that everyone needs to get their e-learn iPad module completed ASAP, this will all be a lot less painful...not that it will be, regardless.

The laws have changed in regard to the sale of air carrier certificates in the United States after Independence Air sold it's operating certificate to Northwest, which ultimately became Compass.

The if an entity is not actively operating, its 121 certificate MUST be surrendered to the FAA.

Example: Skybus, Colgan, Mesaba, Freedom, AirMidwest, Midwest, Lynx, ATA, Champion

It would be like me buying your drivers license without proving to any authority that I knew what the hell I was doing.

All they have to do is fly one flight every once in a while like Compass did with a CRJ to keep it active till it's ready to actually start up.

That may work, but I really don't think that anyone in their right mind is looking to buy a certificate with a bunch of regional jets on it.

Incorrect...

http://i1375.photobucket.com/albums/...pscb0e8c54.jpg

Yes, that's why I said after the Compass debacle. The Washington FSDO was not pleased which is why the law was changed.

Don't you think someone would have purchased the Skybus certificate? The FAA prohibits it because of how NWA skirted the rules.

Wow, I ACTUALLY AGREE with you on something. The RP cert is NOT getting sold; let it RIP. You guys need girlfriends!