ScottyDo

Yea no joke. Enough of the "back in my day" stories already.

iFlyRC

Not this crap again about "new captains and winter ops". It doesn't get any easier than in the 121 world, and CLT pilots always got the full brunt of winter flying at the out stations. I will say it again, flying around thunderstorms, getting vectored all over, re-routes, holding, when to divert, etc requires much more "tribal knowledge" from experience than winter ops. I'm not saying winter doesn't have it's moments, but it's not that big of a deal.

wt932051

Careful guys. It's not so much the I can shoot the approach to mins like anyone else. It's more about fuel management. It is different as an FO. As a Captain you now realize you are the one really responsible. You feel that pressure in a different light now. Just watch your fuel and always have a backup. If you feel like you don't like something. Do something about it. It could be as little as "I think we might get a reroute inflight" So take more fuel, get a different alternate if it is marginal, etc. Watch those NOTAMS, derived alt mins, and winds for usable runways! That is what the new captains need to watch. It's not old vs new captains. It's just we have learned over time to watch certain things. I remember 'back in the days' (lol yeah yeah), how we had a bunch of new street captains declaring min fuel. Please be open minded and listen to others experiences. They were usually learning events. Other then that you guys should be good to go. I don't want anyone to run out of fuel because they were overwhelmed or whatever. Even old guys lose track. I've learned that is the one thing you always need to be on top on. Everything else in winter is just being careful.

Coneydog

Just for the sake of argument, what would happen if 90% percent of a regional airline's pilots were 'sick' one day? Fire them all? Press charges individually? How can u prove people weren't sick? It sure would garner public attention to the fact that regional pilots are doing mainline flying for poverty wages. For the record, im not advocating doing this. Just wondering what the reprocussions could actually be.

PiperPower

And on top of that, there is no magic amount of flight time that exists where once you achieve it you are ready for upgrade. Frankly, I've flown with captains with 7,000 hours in the 121 world that really need to be monitored. It has nothing to do with the time; it has everything to do with the type of person, their level of comfort and confidence in the airplane, and TYPE of prior experience (not a number), not to mention the ability to learn quickly.
I sympathize for all of you guys and gals who got into this crazy industry years ago at a poor time, and have struggled, I genuinely mean that. But your experience does not dictate how the current generation's career should go.
They don't owe you anything other than a good understanding of how fortunate they are to be in this position.
But most who have issues with upgrades at 1,000 hours are the guys who can't control their jealousy. This industry is cyclical. People will hit on the upswing, or struggle through it on the downswing. No need to blame anyone for being lucky, because really, that's all it is.

maddogmax

Ask any American Airlines pilot how that worked out for them!

Xdashdriver

Top Court Rejects Pilots' Appeal Of Sickout Fine - tribunedigital-chicagotribune

Coneydog

What if the Union had absolutely nothing to do with it. I understand the repercussions against the union. For the sake of argument, let's say it was purely a line pilot thing....via social media, word of mouth, ect.. Then what? Again, not advocating...just wondering.

Sennant

On United. Same thing happened there

Sennant

It's still an organized sickout. Period