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Quote:

Originally Posted by missingbite (Post 1370299)

No dog in this fight but ExpressJet did this for a number of years. EMB-120 to the ERJ as Captain. ATR to the ERJ as Captain. 1900 to the ERJ as Captain. All with a pretty solid safety record I may add. (for the most part)

SkyWest has done the same with EMB-120 to CRJ folks and they're qualified on the -200/-700/-900.

I have a hard time believing ANY prop captain could just walk right into the left seat and attempt to tame a CRJ.

Quote:

Originally Posted by usmc-sgt (Post 1370408)

I have a hard time believing ANY prop captain could just walk right into the left seat and attempt to tame a CRJ.

I wish one of the Jet guys on here would take me up on my offer to help me out if I go rent a 152 before I go to class!!!!

Quote:

Originally Posted by usmc-sgt (Post 1370408)

I have a hard time believing ANY prop captain could just walk right into the left seat and attempt to tame a CRJ.

Since when does keeping an airplane on pavement during normal taxi on a dry surface require "taming"?

Quote:

Originally Posted by Noseeums (Post 1370483)

Since when does keeping an airplane on pavement during normal taxi on a dry surface require "taming"?

My point exactly. It's simply too much airplane in all phases of operation for a prop driver to handle.

Quote:

Originally Posted by swamp (Post 1370245)

Your missing what most of us are complaining about. When pinnacle guys were hired at pinnacle we were hired as FO's not Captains. The few off the street CA we hired in 07/08 all had previous experience on the CRJ. We now have Colgan guys who have 0 Jet experience commanding a Jet. Most reasonable people would agree, these Colgan guys should have at least sat in the right seat of the RJ for at least 6 months. Beating a dead horse, but your argument that a Colgan Ca right out of training, is just as capable of flying the RJ as well as a 9E or XJ guy with years of experience is ridiculous.

I think RJ's are easier to fly than most larger transport turboprops. Prop FO to RJ CA (or RJ FO to prop CA) is a bit challenging because you are learning a new seat, a new airplane, and a new type of airplane all at once.

But I can't think of any good reason a prop CA couldn't go right to jet CA.

If they're screwing up, it's because they're bad pilots, not because they're prop pilots. Did Colgan hire some bad pilots, or allow new pilots to develop bad habits? It's possible. Sounds like a job for pro-standards.

Quote:

Originally Posted by Ultralight (Post 1370285)

Remember this?

http://www.ntsb.gov/doclib/reports/2008/AAR0802.pdf

This was a Pinnacle check airman doing IOE.

Those that poke fun at this kind of thing have yet to be humbled.

People make mistakes and hopefully learn from them. If the guy was returning to the gate he was likely distracted. Add that it was dark and the F.O. was probably trying to contact ops and you have a perfect T.E.M. scenario.

I doubt it has anything to do with the captain being unable to control the aircraft.

I'm glad somebody reminded us of that.

so.... Plus one point Gulfstream Girl ?

Quote:

I have a hard time believing ANY prop captain could just walk right into the left seat and attempt to tame a CRJ.

How 'bout the NYANG guys--O-2 to C-5.

GF

Quote:

Originally Posted by rickair7777 (Post 1370527)

Prop FO to RJ CA (or RJ FO to prop CA) is a bit challenging because you are learning a new seat, a new airplane, and a new type of airplane all at once.

But I can't think of any good reason a prop CA couldn't go right to jet CA.

This is contradicting... Can't think of a good reason?? Well two of the three "challenging" aspects you listed (new airplane, and new type of airplane) might be good enough reason. If its the seat that your hooked on, well I was sitting left seat of a C150 on my very first flight..