Originally Posted by ColdWhiskey

Just for clarification:

1. No, I wouldn't divert for an engine VIB in the yellow. Yellow is advisory, not a limit. I would call MX at the destination.

2. I would not refuse an aircraft with a deferred TCAS. Not even LAX.

3. I would not refuse an aircraft with a deferred APU. Not even PHX. (I would suggest an a/c swap if available and timely).

4. I highly respect my flying partner in the right seat and value his/her opinion. I have learned something from every FO I have flown with.

Originally Posted by GravyRobber

I hope nobody dies on your airplane in PHX with no APU on a long taxi. If they do, I hope you are okay with being held personally responsible (talking CRJ200 of course). Many people underestimate how quickly the cabin temp can reach a dangerous level. Didn't a Mesa crew have some legal problems years ago when an elderly woman died on the taxi-out in PHX with a deferred APU?

Originally Posted by GravyRobber

Idle 10th stage bleed air does nothing on the CRJ200, unfortunately. The only way to cool the cabin on the ground is with the APU or increasing the thrust significantly to supply pressure to the packs. For obvious reasons, it is not practical to run the thrust up on a taxi-out to get the necessary air flow, so many just opt to run the APU until just before takeoff.

In the case of an APU deferral, the cabin temps can soar to 35°C+ very quickly with 50 pax onboard and no airflow with an OAT as low as 80°F.

Originally Posted by billyho

Add that to another reason that place SUCKS!!

Originally Posted by GravyRobber

I hope nobody dies on your airplane in PHX with no APU on a long taxi. If they do, I hope you are okay with being held personally responsible (talking CRJ200 of course). Many people underestimate how quickly the cabin temp can reach a dangerous level. Didn't a Mesa crew have some legal problems years ago when an elderly woman died on the taxi-out in PHX with a deferred APU?

Originally Posted by GravyRobber

Unlike the 170/175, the CRJ doesn't switch between HP and LP bleed according to thrust setting. For ECS, all you have is 10th stage bleed air, or the APU. Idle 10th stage bleed air does nothing on the CRJ200, unfortunately. The only way to cool the cabin on the ground is with the APU or increasing the thrust significantly to supply pressure to the packs. For obvious reasons, it is not practical to run the thrust up on a taxi-out to get the necessary air flow, so many just opt to run the APU until just before takeoff.

In the case of an APU deferral, the cabin temps can soar to 35°C+ very quickly with 50 pax onboard and no airflow with an OAT as low as 80°F.

Originally Posted by qazWSX

There is an "Elephant in the Room" that no one wants to address.

The 'Quick Upgrade'.

Go to the regional that you can upgrade to Captain the quickest.

But when are you really ready for it?

Sure, as I've heard for years, you can land the aircraft as good as I can. Yes, you can mash the buttons on the FMS faster than I can. Yes. you went through systems class last year, I went through 10 years ago when nobody knew the ramifications of the systems and how they have played out since.

But are you really ready to be a Captain?

Company tells you to ferry the aircraft without a critical engine instrument (torque/fuel flow/etc) Can you stand up to that? The winglet was damaged by a tug, but they speed taped it and "should be good to ferry to maintenance"?
You got the guts to refuse? Or just "do it and grieve it " later?

You have two FA's that don't get along over something stupid en route to the out station and refuses to fly back to the hub with them? What you gonna do now, college boy?

The gate agent refuses to deal with the jump seater that has his nose pressed to the window 20 minutes before the last departure.

The FA's have a squabble with gate agent over who gets to sit in the last First Class seat.

Company requests you to extend your duty day: works for you. FO has to buy a motel on his dime, FA's are stranded,what do you decide? Best for you? And screw the crew? Or best for the crew and suck it up?

Too many scenarios to post, and others may bring up others. But being a "Captain" involves more than your ability to fly the aircraft.

But at 1500 hours or 2500 hours or 3000 hours? Do hours matter?

"Yep, I can handle it , I'm ready to be Captain"

Really?

Originally Posted by Fegelein

My Riddle degree says I am. Plus, I've been at the regional for over a year now, so I've "seen it all".

Originally Posted by qazWSX

Finally some one that "gets it" (assuming your post was tongue in cheek).

My original post was not aimed at the people that have tons of time from a previous airline that went out of favor such as Comair, the people that think the grass is greener at Mesa after two years at SKW or most of the ex military pilots.

It was directed to the UND and EBR kids that drank the cool aid (intentional)and think that they are captain ready with minimum time. Same with the son of the SWA captain that got all his time in daddys Bonaza and inherited all of daddy's wisdom. And the ex military pilot, who is getting back into aviation since he has failed all other endeavors in life and feels that those 2500 hours as a rear seater in a F-4 30 years ago matter now.

Semi related, but what about the FO's that will never make Captain?

Some don't know it but they try and try, and if they are not too terrible and decent folk, most give them a pass.

But what about the one's that know they could never handle the seat, don't care, but enjoy half the flying and much less responsibility?

Is up or out dead?