ERJ FO to CRJ CA
06-21-2021, 04:26 PM
#91
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Joined APC: Feb 2020
Posts: 47
Originally Posted by KirillTheThrill
I had interviews lined up, but COVID stopped all of that. I’ve been a stay-at-home dad ever since. Lately I’ve had a few interviews, but like what’s been said in other posts, I’m now a liability to anyone considering hiring me. So my professional flying career may be over. Makes it easier for me to speak openly about all this stuff.
Yeah, I’ve sat through those presentations as well. Never thought it would be me at the other end of it. I believe that’s an example of a hazardous attitude. There’s so many better learning opportunities to come from this, and I hope instilling fear into their Pilot group isn’t the main message.
06-21-2021, 05:15 PM
#92
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Joined APC: Feb 2020
Posts: 47
In my flying career I’ve sat in both the right seat and left seat as a line pilot and flight instructor with extreme incompetence from the other pilot during a maneuver. The appropriate response is to always fly the airplane. You got caught in a situation where you tried doing your partners job and it distracted the hell out of you. Trust me I know it sucks, but you have to fly the aircraft first. You can always fly at 200 knots and level off at whatever altitude with the landing gear still down. It sucks and feels ridiculous, but have a discussion after. Obviously this is me Monday morning QB’ing your situation so don’t take offense.[/QUOTE]
None taken. And you’re right. I knew better than to take my attention off of simply flying the plane. I didn’t handle things the way I should have.
None taken. And you’re right. I knew better than to take my attention off of simply flying the plane. I didn’t handle things the way I should have.
06-21-2021, 06:30 PM
#93
Gets Weekends Off
Joined APC: Aug 2015
Position: Guppy Gear Slinger
Posts: 1,852
Originally Posted by Jjfreddy21
In my flying career I’ve sat in both the right seat and left seat as a line pilot and flight instructor with extreme incompetence from the other pilot during a maneuver. The appropriate response is to always fly the airplane. You got caught in a situation where you tried doing your partners job and it distracted the hell out of you. Trust me I know it sucks, but you have to fly the aircraft first. You can always fly at 200 knots and level off at whatever altitude with the landing gear still down. It sucks and feels ridiculous, but have a discussion after. Obviously this is me Monday morning QB’ing your situation so don’t take offense.
First of all sir, kudos to you for being so open and honest with what has to have been one of the worst days of your life. Not too many people have the courage to admit how things went so wrong. And the fact you're still here to talk about it means that you did something very right when it mattered most.
Second, for those OO'ers posting about this or any theoretical discussion of events that may or may not have happened on the line -- take it from someone who knows. The company reads these forums. Closely. Anything discussed in CQ is considered proprietary info and if you post about it here or anywhere, they will find out and call you on it, faster than you can imagine. Take it from someone who has experienced this firsthand. Just sayin'...
06-21-2021, 07:28 PM
#94
Gets Weekends Off
Joined APC: Aug 2015
Position: Guppy Gear Slinger
Posts: 1,852
Originally Posted by rickair7777
OO had a series of UAS situations which got FAA attention over a period of years. IMO it was due as much to the size of the operation as anything else, but it seemed OO got singled out due to the raw number of events.
There were lots of memos and training emphasis and talk of asap exclusion. At some point termination became the default for serious events.
I'm honestly not sure if the better move would have been to fall back on ASAP, as opposed to fessing up to the CP. Current OO pilots know better what the status of ASAP is, and what if anything is excluded.
CA's be prepared to fly single pilot for GA's, and to directly command and verify each and every PM action in sequence. When I left it was getting pretty busy flying with some of the newer hires. Be prepared to take control in the event of a GA. I was literally practicing memory items on my drive to work.
CRJ you can *expect* to over-temp the motors on a GA, one more distraction to tune out (unless they've changed the firewall policy).
There were lots of memos and training emphasis and talk of asap exclusion. At some point termination became the default for serious events.
I'm honestly not sure if the better move would have been to fall back on ASAP, as opposed to fessing up to the CP. Current OO pilots know better what the status of ASAP is, and what if anything is excluded.
CA's be prepared to fly single pilot for GA's, and to directly command and verify each and every PM action in sequence. When I left it was getting pretty busy flying with some of the newer hires. Be prepared to take control in the event of a GA. I was literally practicing memory items on my drive to work.
CRJ you can *expect* to over-temp the motors on a GA, one more distraction to tune out (unless they've changed the firewall policy).
I've done maybe 10 - 15 misseds in actual IMC from landing minima, including a Cat Ii, and I can safely say that slow and steady works just fine. Missed approach, go around thrust, flaps 8, positive rate, gear up, speed mode, heading/nav mode, bug vfto, etc. The one thing they really get right in the CQ maneuver videos is how none of this should be done in haste. Fly the airplane, take a breath, keep the blue side pointed up. It's the guys who rush everything that end up having issues...
06-21-2021, 09:54 PM
#95
Line Holder
Joined APC: Dec 2009
Posts: 94
Originally Posted by Jjfreddy21
In my flying career I’ve sat in both the right seat and left seat as a line pilot and flight instructor with extreme incompetence from the other pilot during a maneuver. The appropriate response is to always fly the airplane. You got caught in a situation where you tried doing your partners job and it distracted the hell out of you. Trust me I know it sucks, but you have to fly the aircraft first. You can always fly at 200 knots and level off at whatever altitude with the landing gear still down. It sucks and feels ridiculous, but have a discussion after. Obviously this is me Monday morning QB’ing your situation so don’t take offense.
I agree with the other responses. For you to be open in discussing your mistakes shows humility and integrity, and we need more people with those qualities. I wish you and your family the best.
06-22-2021, 05:21 AM
#96
Gets Weekends Off
Joined APC: Dec 2019
Posts: 476
Originally Posted by Jjfreddy21
In my flying career I’ve sat in both the right seat and left seat as a line pilot and flight instructor with extreme incompetence from the other pilot during a maneuver. The appropriate response is to always fly the airplane. You got caught in a situation where you tried doing your partners job and it distracted the hell out of you. Trust me I know it sucks, but you have to fly the aircraft first. You can always fly at 200 knots and level off at whatever altitude with the landing gear still down. It sucks and feels ridiculous, but have a discussion after. Obviously this is me Monday morning QB’ing your situation so don’t take offense.
Thank you for sharing. Hearing it from you makes me a better pilot. I’ve shared my mishap experience with young pilots in different formats and hoped that changed a few perspectives. I tell myself everyday I’m one bad decision away from starting a chain.
Hey Jerry! Hire this guy at double salary to share his story with the tidal wave of young company pilots coming on property. It’ll improve safety AND save money.
06-22-2021, 06:53 AM
#97
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Joined APC: Feb 2020
Posts: 47
We all screw up, some worse than others, and mine was particularly a big mistake that could have been prevented. I understand there needs to be a line drawn in the sand somewhere, and I crossed that line and am paying the price for that. But after reading some of the assumptions being made earlier in this thread I wanted to speak up. I didn’t want SkyWest dictating a portrayal of me in a way that only benefits the narrative that best suits them.
I was asked in my exit interview whether I thought ERJ FOs should be allowed to upgrade/transition to the CRJ. I said yes. Numerous people before me had done it successfully, and numerous people I’m sure after me had done it successfully as well. The notion that 175 pilots are inherently lazy, and can’t fly an airplane is complete BS. Although the CRJ training department does a great job of spreading that misinformation.
To those that are looking into doing it, I’m not trying to scare you. I’m a rare case. Don’t let it hold you back from doing what you think is best for you.
I was asked in my exit interview whether I thought ERJ FOs should be allowed to upgrade/transition to the CRJ. I said yes. Numerous people before me had done it successfully, and numerous people I’m sure after me had done it successfully as well. The notion that 175 pilots are inherently lazy, and can’t fly an airplane is complete BS. Although the CRJ training department does a great job of spreading that misinformation.
To those that are looking into doing it, I’m not trying to scare you. I’m a rare case. Don’t let it hold you back from doing what you think is best for you.
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