Didnt I see you on the news a couple months ago? Were you the FO that choked and had the captain crash land the airplane for you? Or were you the one that went off the runway in LGA? Oh gee I can't remember.

 

And the way this thread turned so quickly is the reason why I haven't posted much here. To those of you who tried to answer my ill-conceived question, I thank you for your effort to educate someone who is trying hard to follow in your footsteps, and make the most informed decision one can make on the "leap of faith" known as regional flying.

I am asking the administrator to close this thread due to the way it is going. Sorry if I caused any excess drama on APC forums.

 

Deleted.......

 

To be fair, there have been literally postings every week about the very same question you ask.

 

Mmm...yeah. Like this guy and all the other "special" pilots United hired to fill quotas....




United 747's Near Miss Initiates A Widespread Review of Pilot Skills


By William M. Carley Staff Reporter of The Wall Street Journal

Updated March 19, 1999 3:42 a.m. ET <!--[if ! lte IE 8]--> <!--[endif]-->
As the United Airlines jumbo jet lifted off from San Francisco International Airport one night last summer, one of its four engines lost power. Because of poor flying techniques, the co-pilot who was at the controls slowed and nearly stalled and crashed the plane.
"Push [the nose] down" to pick up speed, shouted two extra pilots sitting in the rear of the cockpit. The co-pilot did, but now the jet was off course and heading toward San Bruno Mountain northwest of the airport. The jet's ground-proximity warning sounded, and the extra pilots shouted, "Pull up, pull up!"
Carrying 307 passengers and crew, the plane cleared the hill by only 100 feet. The jet also barely missed apartments and houses with hundreds of sleeping residents. A crash of the jet, which was heavily loaded with fuel, would have been one of the worst aviation accidents in history.
The captain finally took control and flew over the ocean, dumping fuel before returning safely to the airport. But the incident -- just now being publicly disclosed -- has rocked the world's biggest airline and spurred the Federal Aviation Administration to force changes in United's pilot-training techniques. The jumbo's low flight also has alarmed local residents, with one man declaring in a call recorded by an airport hotline: "I thought the damn thing was coming in on my roof."
United, a unit of UAL Corp. UAL 0.53 % , based near Chicago, acknowledges the incident and says that it has spurred the carrier to take a series of steps, ranging from a safety audit of all its 9,500 pilots to a major shakeup in its pilot training. Edmund Soliday, vice president for safety, says the airline hasn't lost a plane because of poor piloting for 20 years, "and we are taking this incident very seriously." He says the airline aims to improve its margin of safety "so we won't have to look at a hole in the ground someday."
In Washington, Nicholas Lacey, who as FAA director of flight standards is the agency's top official on piloting issues, says United's close call "didn't result in a tragedy -- but it was a near-tragedy." Mr. Lacey adds that for a variety of reasons, "complacency might have set in" among some United pilots.
The agency is now pushing United hard to improve skills of its pilots, especially its 747-400 co-pilots, or to ground some of them. One FAA mandate that was to become effective this month would have grounded so many United co-pilots that it would "severely hamper" the airline's international operation, according to a letter to United pilots from the Air Line Pilots Association. (The union represents the carrier's pilots.) That FAA proposal has been modified, and United says international flights won't be cut, but the agency is still pressing for pilot improvements.
Additional United close calls in recent months -- also never publicly disclosed -- have broadened the concern beyond the 747-400 crews. "In the past months, we have had several operational incidents," airline jargon for close calls, W.J. Carter, chief of United's Honolulu-based pilots, wrote in a Feb. 23 internal memo to his flight crews. "Major accidents historically are preceded by a series of these seemingly unrelated incidents. This disturbing trend is cause for concern," the memo continued.
United has set up a special one-hour safety seminar which all its pilots must attend by May 10. If they don't, they will be dropped from the flying schedule without pay. According to the union's letter to United pilots, "This is as close as an airline can come to a military 'stand down,' " when military flyers are temporarily grounded because of safety concerns.
United officials declined to discuss details of the incidents because they were disclosed to management by pilots under a confidential safety-reporting system. But many safety analysts say that United, which had no legal obligation to publicly disclose some of the close calls, should be commended for alerting its pilots. "They have treated this [San Francisco] incident like an accident to raise safety awareness among their pilots, and for that I give them kudos," says the FAA's Mr. Lacey.
Despite the close calls, United emphasizes its safety record is excellent, with nearly 6.2 million flights without a crash since a United 737 went down in Colorado Springs in 1991. Safety analysts agree that United's record is strong. United has been a leader in many safety measures, including teaching pilots in simulators how to escape wind shears, beginning in the 1980s, and installing better ground-proximity warning systems in jets in recent years.
The close call in San Francisco, safety analysts say, raises issues that have been worrisome for years. Airplanes are designed to take off and climb safely even if an engine fails. In the San Francisco episode, why didn't the United co-pilot fly the plane properly? There is "no doubt we had a pilot proficiency problem," concedes United's Mr. Soliday.
One factor in pilot proficiency is the enormous increase in long-range flying in recent years. The jet in the close call was a Boeing 747-400, designed to fly nonstop trips such as New York to Tokyo. The jumbo routinely makes 14-hour flights. Concerned about pilot fatigue, Boeing designed the cockpit for as many as four crew members: a captain and co-pilot who handle flying duties, and two extra pilots sitting behind (dubbed "bunkies" because they can rest in bunks) who relieve the others during the flight.
But because these flights and rest periods required between them are so time-consuming, pilots make only a few trips each month. And with four pilots aboard, chances of practicing takeoffs and landings -- the most critical phases of flight -- are few.
At United, says a spokesman, captains of 747-400s average only three takeoffs and landings a month. Co-pilots, because there are three of them aboard each flight, get even less practice, averaging just one takeoff and landing a month. Because of scheduling complexities and vacations, some co-pilots don't make a takeoff and landing for months.
The problem isn't unique to United. Boeing has sold nearly 450 of the 747-400s to 30 airlines around the world, including British Airways, Japan Airlines and Northwest Airlines. Nor is the issue confined to Boeing planes; the Airbus Industrie A340 makes similar long flights, many with four pilots in the cockpit.
How many jets at other carriers may have had narrow escapes similar to United's isn't known. Because of limitations and loopholes in FAA and National Transportation Safety Board databases, many close calls escape public notice. But David Simmon, a former United pilot who is now a safety consultant, says long-range flying "is known to cause proficiency problems due to the limited number of takeoffs and landings shared among a four-person crew." The issue, he adds, "is an ongoing industry problem."
Another factor in the San Francisco close call may be complacency. The latest generation of jets, including the 747-400, are so highly automated and reliable that pilots may simply get bored. "On these long flights, it's very hard to keep the pilots on the edge of their seats," says Cecil Ewell, chief pilot and vice president for flight at American Airlines. "Hardly anything ever goes wrong," says the FAA's Mr. Lacey.
The answer to these concerns was supposed to be simulators, where pilots can drill regularly and practice emergency moves. But the simulators can't replicate everything, and still can't replicate critical moments in United's close call. There are also questions about how well simulators are used for training. Asks Mr. Simmon, the consultant: "Is some simulator training perfunctory?"

 

You sounds like an automated machine. Kinda like a spam call

 

Most of your earlier posts (last year) were very negative: what's changed your thinking? Is endeavor giving bonuses for recruiting people? (Sincere question not being sarcastic).


If you are looking to apply at Endeavor air it's a great time to Join the company. Endeavor recently started hiring approximately 40 pilots per month and are looking to increase that number to 60 pilots per month starting in January/ February of 2016. Plans were recently mentioned to bring multiple CRJ 200’s back onto the property along with 350 upgrades in 2016. This would cause our already fast paced seniority list movement to become even faster as we bring more and more pilots onto property. Endeavor currently pays a $20,000 per year retention bonus, one third of which is paid out every 4 months, and they have a guaranteed interview program with Delta airlines for new hires. Please PM me if you’d like additional details about Endeavor and would like a possible referral. I would be happy to assist you with the application process and answer any questions you may have. Thank you![/QUOTE]

 

Hes fking annoying actually but the more $2000 he can add to his income the better, so why not try.

 

A "guaranteed interview with Delta" means ****, still lower value than "flow".
Your 4 bases are in pretty crappy places, any new ones soon?

What happen after the $20G bonus is over in 3 years, you revert back to maxing out at $39/hr?

 

Holy crap.

Think I'll stay Part 91.