ScottyDo

So that new crew room in DFW..... Yea.

airborne840

Please tell...

ScottyDo

Big downgrade. Smaller, smells, needs a lot of work. If there is going to be as many pilots over here as they are saying there will be then it is not near big enough.

Jason5

CRJ to EJet upgrades: How much studying did you do ahead of training? And did the training experience require perpetual cramming, or was it more manageable? Just trying to gauge whether I'll be able to devote any time to a couple other things I need to pay attention to. Of course, I plan to try hard and study, but if there's a free hour or two every couple days, I was hoping to use that time.

Navmode

Fyi- it's only about 1/3rd the size of what it will eventually be

ScottyDo

Still doesn't mean it's not a piece of crap right now. "Eventually" in Mesa terms = long time from now.

Jason5

Absolutely. I've been a pax captain before. I get it. Just trying to understand where/when I might be able to work on something, if at all. I mean, others must talk to there families, work out, go to dinner, etc. If anything, it's probably good to get your mind off the airplane every now and then. When are things super intense? When do they slow down a little?

Bumbaclot

Pertaining to EJET:
Just ask yourself am I 100% committed to this? If your answer is no, then why are you even bothering? Yes, guys have failed out of the program. Yes, guys have failed and/or struggled with various other assets of the program. In my years of experience the ones who were not there mentally or carrying their share of the group study are going to fail somewhere early. But no, things are not super intense at training.
Then again we are utilizing different facilities (YYZ,DFW and PHX) so I cannot speak for the updates. You'll have time to relax I believe, but my advice is to get all the materials in advance. Cover it all, flash cards, CFM, GOM, limitations, etc. minimize the cramming. You should have plenty of time to do those things you list.
-rspct

flapshalfspeed

You must've not been a turbine 121 Captain before if you're asking these questions.

It's like any other initial type rating on any turbine equipment. Standard 142/initial new-to-equipment syllabus: 80 hours of groundschool M-F 8-5. Written test. A few days of procedures training/system integration. Typically a break of 1-4 weeks. 8 sim sessions with lots of downtime. Checkride/LOFT/OBS flights/IOE/Fed ride.

The only differences between the FO course and the CA course are: it's left seat, there's a few extra maneuvers, they grill you more on PIC decisionmaking, and the orals are harder. This is standard 121 training stuff--if you've flown for an airline before you should know all of the above already.

And if you have any doubts that you aren't ready--you aren't. This isn't a small responsibility or easy thing to do (and shouldn't be).

flapshalfspeed

Noticed that one CA who downgraded in IAD with the sole intention of re-upgrading to IAH popped up on the IAH CA roster (and IAH PBS award).

B/c said CA does not appear on any published awards, and was technically seat-locked on the RJ for 36 months (until I believe 2016), I guess she complained, and the company backed down and waived her equipment lock?

Anyone know how she pulled this off? Seems like the establishment of a past practice of the company waiving equipment locks for anyone who wants to status displace (CA to FO) during any bump & flush, solely to circumvent the block on CRJ->IAH