It's prolly a rarity but I flew a 900 trip then went over to a UA 200 trip on the same day, but my guess is that was a factor of being on reserve and nobody else to cover it.

 

Not sure about the PDX guys, but I know some of the ultra senior EMB guys have had some issues with the CRJ transition in the past. I hope they are all able to move on successfully.

 

It's not just the ultra senior. I was on the Brasilia commuting from ORD. Once my seat lock was up I saw over 50 people junior to me including new hires get transfers into the domicile I lived in while I continued to commute. It took me 6 months after my seat lock expired to transition into the most junior base. There were so many people below me that I got a line right away on the RJ.

Skywest awards transfers before transitions out of seniority order. "That's the way they've always done it."

 

I think he means issues, as in, not doing well. Pinking. Flunking.

 

Yep. I flew it for a year, and a couple of guys I flew with had failed the transition in the past. Very good stick and rudder guys, but they were not comfortable with automation.

 

Yes that's the way they've always done it and it makes perfect sense. Why incur the cost of multiple training events when you have somebody already qualified who wants to go?

If the pilots wanted to negotiate for "absolute seniority" in all awards (and trade away something else for it to offset the cost) they would do that. But unlike a legacy airline with multiple types in the fleet most SKW pilots (and all the senior ones) are already on the CRJ and have no interest in giving up anything for the convenience of a few junior folks who haven't quite got where they want to be yet. And it's probably the right choice...whatever the pilots would have to give up would probably cost EVERYBODY far more than it would be worth to the few who would benefit.

Now with E-175's coming (and who knows, maybe MRJ's?) this is an issue that could take on more significance in the future.

 

Yes senior prop drivers historically are prone to having trouble moving into glass jets. I've seen that at more than one airline.

But the flip side is true too...guys who spend years on an RJ and then upgrade into a steam gauge turboprop may have their work cut out for them.

Age is a factor for sure...any experienced CFI would be lying if he denied that on average younger folks learn faster and easier when it comes to flying.

Some of the PDX Bro people might not make it on the jet, they'll have to transfer to another Bro base. When the Bro finally goes away we'll probably have a few folks unemployed. I hope not but the odds aren't great.

If you're one of those super-senior Bro drivers reading this now and you're worried about jet training...I would suggest trying the transition NOW. That way if you don't quite make it you can try again one more time when the Bro finally goes away, and you'll have the experience from the first attempt under your belt. If you ride the Bro into the ground and subsequently don't complete jet training you'll be terminated since you won't have available the policy provision of reverting back to your previous airplane.

 

That's pretty good advice and I agree with you 100%.

 

Hello There Folks!
could any body here recommend a CRM workshop in preparation for the interview preferably in the los angeles area
Thank you all

 

You could always transition to the RJ and get 16 hour 4 days...