PSA "Latest & Greatest"
03-27-2017, 09:33 AM
#101
Gets Weekends Off
Joined APC: Sep 2013
Posts: 840
Anyone having completed their first year at PSA/PDT-- Approx gross pay counting O/T, premium pay and bonuses?
1. For someone who remained an F/O and
2. For someone who upgraded due previous 121 (how long before you upgraded).
1. For someone who remained an F/O and
2. For someone who upgraded due previous 121 (how long before you upgraded).
03-27-2017, 10:17 AM
#103
Gets Weekends Off
Joined APC: Feb 2014
Position: military rotary wing, dual seat
Posts: 135
After bonuses, how much do regional pilots RE
03-27-2017, 10:35 AM
#104
New Hire
Joined APC: Mar 2017
Posts: 9
Here is a review of my first few months at PSA. I'll throw in some tips for success as well.
I came in as a 1500 hour CFI with no ATP or turbine experience. During training, I didn't need additional training (additional sims or IOE trips) and I also never got close failing anything.
ATP/CTP: The first week is the ground portion of the course. It's geared to someone who has no experience with the airlines and/or turbine aircraft. Topics such as CRM, high altitude aerodynamics, ADM, etc were covered. The instructor did a fantastic job and really put a lot of time and effort into the course (A+) . The second week you head to the sim. Our class did it in the 200 sims in CVG. PSA instructors instruct you which is different from some other airlines who will farm out the CTP course to a third party. Using the CRJ sim with PSA instructors was great in my opinion. They teach you how to recover from stalls and perform steep turns, tune the radios, use the autopilot, recover from wind shear, takeoff and landings, ect. These introductory hours in the real CRJ sim helps out tremendously if you have never flown the CRJ or a jet. The very last day you will take the ATP multiengine FAA exam. Just use Shepard Air to study for this. Everyone in my class used it and the lowest score was 83ish. Most people made greater than 90%.Overall, the CTP course was honseslty a much better program than I had invisioned going into it. Once again, I give the course an A+.
Indoc:
Prior to showing up to class it would be wise to have all of the limitations (bolded items) and immediate action items memorized cold. Looking back, the people who didn't have them memorized when they showed up were behind the power curve and struggled the entire time in training. You want to stay well ahead of the material. You can get behind and overwhelmed very fast.
I would also suggest heading to the paper tigers to start learning flows, call outs, and profiles very early on in indoc. I started using the paper tigers on day two of indoc. A group of us (about 25% of the class), spent about an hour everyday after class in the paper tigers. Not one person in our group needed additional sims or failed their checkride. I was pretty surprised other people didn't take advantage of the paper tigers. The people who needed additional sims or failed their checkride did not spend as much time early on in training putting in the time to learn the flows and callouts. They spent their time memorizing limitations (which should already be memorized) instead of memorizing flows. Time is precious and it's fast paced. You don't want to get behind. That's just my experience in our class. Other classes may be different.
Systems: pretty straight forward. Class is spent reviewing power points about systems. Just spend your time reading the PRM and watching ETHOS videos and you should be fine.
IPT: Integrated Procedures Trainer
A goal I will suggest is to have the flows and callouts down cold prior to the start of IPT 1. The IPT is a procedures trainer where you refine flows, call outs and profiles. Key word is refine. It's not the job of the instructor to spoon feed you how to perform a flow. You should have a pretty good idea about the standard flight routine and how things are supposed to be done by the start of IPT 1 if you've been studying. There were people who started IPTs who did not have the flows down and guess what, they needed extra training and/or extra sims later on. "Lets get off the gate and start flying," is something you will hear the instructors say often. Very true! Don't waste your time at the gate fumbling through things you should have down. Not the time to start learning flows. During my first IPT we got off the gate, took off and shot approaches. Several people could not get past the before start checklist because they didn't have the flows down. That's just wasted time. SAD!
More to come...
I came in as a 1500 hour CFI with no ATP or turbine experience. During training, I didn't need additional training (additional sims or IOE trips) and I also never got close failing anything.
ATP/CTP: The first week is the ground portion of the course. It's geared to someone who has no experience with the airlines and/or turbine aircraft. Topics such as CRM, high altitude aerodynamics, ADM, etc were covered. The instructor did a fantastic job and really put a lot of time and effort into the course (A+) . The second week you head to the sim. Our class did it in the 200 sims in CVG. PSA instructors instruct you which is different from some other airlines who will farm out the CTP course to a third party. Using the CRJ sim with PSA instructors was great in my opinion. They teach you how to recover from stalls and perform steep turns, tune the radios, use the autopilot, recover from wind shear, takeoff and landings, ect. These introductory hours in the real CRJ sim helps out tremendously if you have never flown the CRJ or a jet. The very last day you will take the ATP multiengine FAA exam. Just use Shepard Air to study for this. Everyone in my class used it and the lowest score was 83ish. Most people made greater than 90%.Overall, the CTP course was honseslty a much better program than I had invisioned going into it. Once again, I give the course an A+.
Indoc:
Prior to showing up to class it would be wise to have all of the limitations (bolded items) and immediate action items memorized cold. Looking back, the people who didn't have them memorized when they showed up were behind the power curve and struggled the entire time in training. You want to stay well ahead of the material. You can get behind and overwhelmed very fast.
I would also suggest heading to the paper tigers to start learning flows, call outs, and profiles very early on in indoc. I started using the paper tigers on day two of indoc. A group of us (about 25% of the class), spent about an hour everyday after class in the paper tigers. Not one person in our group needed additional sims or failed their checkride. I was pretty surprised other people didn't take advantage of the paper tigers. The people who needed additional sims or failed their checkride did not spend as much time early on in training putting in the time to learn the flows and callouts. They spent their time memorizing limitations (which should already be memorized) instead of memorizing flows. Time is precious and it's fast paced. You don't want to get behind. That's just my experience in our class. Other classes may be different.
Systems: pretty straight forward. Class is spent reviewing power points about systems. Just spend your time reading the PRM and watching ETHOS videos and you should be fine.
IPT: Integrated Procedures Trainer
A goal I will suggest is to have the flows and callouts down cold prior to the start of IPT 1. The IPT is a procedures trainer where you refine flows, call outs and profiles. Key word is refine. It's not the job of the instructor to spoon feed you how to perform a flow. You should have a pretty good idea about the standard flight routine and how things are supposed to be done by the start of IPT 1 if you've been studying. There were people who started IPTs who did not have the flows down and guess what, they needed extra training and/or extra sims later on. "Lets get off the gate and start flying," is something you will hear the instructors say often. Very true! Don't waste your time at the gate fumbling through things you should have down. Not the time to start learning flows. During my first IPT we got off the gate, took off and shot approaches. Several people could not get past the before start checklist because they didn't have the flows down. That's just wasted time. SAD!
More to come...
03-27-2017, 11:28 AM
#105
Gets Weekends Off
Joined APC: Feb 2014
Position: military rotary wing, dual seat
Posts: 135
Here is a review of my first few months at PSA. I'll throw in some tips for success as well.
I came in as a 1500 hour CFI with no ATP or turbine experience. During training, I didn't need additional training (additional sims or IOE trips) and I also never got close failing anything.
ATP/CTP: The first week is the ground portion of the course. It's geared to someone who has no experience with the airlines and/or turbine aircraft. Topics such as CRM, high altitude aerodynamics, ADM, etc were covered. The instructor did a fantastic job and really put a lot of time and effort into the course (A+) . The second week you head to the sim. Our class did it in the 200 sims in CVG. PSA instructors instruct you which is different from some other airlines who will farm out the CTP course to a third party. Using the CRJ sim with PSA instructors was great in my opinion. They teach you how to recover from stalls and perform steep turns, tune the radios, use the autopilot, recover from wind shear, takeoff and landings, ect. These introductory hours in the real CRJ sim helps out tremendously if you have never flown the CRJ or a jet. The very last day you will take the ATP multiengine FAA exam. Just use Shepard Air to study for this. Everyone in my class used it and the lowest score was 83ish. Most people made greater than 90%.Overall, the CTP course was honseslty a much better program than I had invisioned going into it. Once again, I give the course an A+.
Indoc:
Prior to showing up to class it would be wise to have all of the limitations (bolded items) and immediate action items memorized cold. Looking back, the people who didn't have them memorized when they showed up were behind the power curve and struggled the entire time in training. You want to stay well ahead of the material. You can get behind and overwhelmed very fast.
I would also suggest heading to the paper tigers to start learning flows, call outs, and profiles very early on in indoc. I started using the paper tigers on day two of indoc. A group of us (about 25% of the class), spent about an hour everyday after class in the paper tigers. Not one person in our group needed additional sims or failed their checkride. I was pretty surprised other people didn't take advantage of the paper tigers. The people who needed additional sims or failed their checkride did not spend as much time early on in training putting in the time to learn the flows and callouts. They spent their time memorizing limitations (which should already be memorized) instead of memorizing flows. Time is precious and it's fast paced. You don't want to get behind. That's just my experience in our class. Other classes may be different.
Systems: pretty straight forward. Class is spent reviewing power points about systems. Just spend your time reading the PRM and watching ETHOS videos and you should be fine.
IPT: Integrated Procedures Trainer
A goal I will suggest is to have the flows and callouts down cold prior to the start of IPT 1. The IPT is a procedures trainer where you refine flows, call outs and profiles. Key word is refine. It's not the job of the instructor to spoon feed you how to perform a flow. You should have a pretty good idea about the standard flight routine and how things are supposed to be done by the start of IPT 1 if you've been studying. There were people who started IPTs who did not have the flows down and guess what, they needed extra training and/or extra sims later on. "Lets get off the gate and start flying," is something you will hear the instructors say often. Very true! Don't waste your time at the gate fumbling through things you should have down. Not the time to start learning flows. During my first IPT we got off the gate, took off and shot approaches. Several people could not get past the before start checklist because they didn't have the flows down. That's just wasted time. SAD!
More to come...
I came in as a 1500 hour CFI with no ATP or turbine experience. During training, I didn't need additional training (additional sims or IOE trips) and I also never got close failing anything.
ATP/CTP: The first week is the ground portion of the course. It's geared to someone who has no experience with the airlines and/or turbine aircraft. Topics such as CRM, high altitude aerodynamics, ADM, etc were covered. The instructor did a fantastic job and really put a lot of time and effort into the course (A+) . The second week you head to the sim. Our class did it in the 200 sims in CVG. PSA instructors instruct you which is different from some other airlines who will farm out the CTP course to a third party. Using the CRJ sim with PSA instructors was great in my opinion. They teach you how to recover from stalls and perform steep turns, tune the radios, use the autopilot, recover from wind shear, takeoff and landings, ect. These introductory hours in the real CRJ sim helps out tremendously if you have never flown the CRJ or a jet. The very last day you will take the ATP multiengine FAA exam. Just use Shepard Air to study for this. Everyone in my class used it and the lowest score was 83ish. Most people made greater than 90%.Overall, the CTP course was honseslty a much better program than I had invisioned going into it. Once again, I give the course an A+.
Indoc:
Prior to showing up to class it would be wise to have all of the limitations (bolded items) and immediate action items memorized cold. Looking back, the people who didn't have them memorized when they showed up were behind the power curve and struggled the entire time in training. You want to stay well ahead of the material. You can get behind and overwhelmed very fast.
I would also suggest heading to the paper tigers to start learning flows, call outs, and profiles very early on in indoc. I started using the paper tigers on day two of indoc. A group of us (about 25% of the class), spent about an hour everyday after class in the paper tigers. Not one person in our group needed additional sims or failed their checkride. I was pretty surprised other people didn't take advantage of the paper tigers. The people who needed additional sims or failed their checkride did not spend as much time early on in training putting in the time to learn the flows and callouts. They spent their time memorizing limitations (which should already be memorized) instead of memorizing flows. Time is precious and it's fast paced. You don't want to get behind. That's just my experience in our class. Other classes may be different.
Systems: pretty straight forward. Class is spent reviewing power points about systems. Just spend your time reading the PRM and watching ETHOS videos and you should be fine.
IPT: Integrated Procedures Trainer
A goal I will suggest is to have the flows and callouts down cold prior to the start of IPT 1. The IPT is a procedures trainer where you refine flows, call outs and profiles. Key word is refine. It's not the job of the instructor to spoon feed you how to perform a flow. You should have a pretty good idea about the standard flight routine and how things are supposed to be done by the start of IPT 1 if you've been studying. There were people who started IPTs who did not have the flows down and guess what, they needed extra training and/or extra sims later on. "Lets get off the gate and start flying," is something you will hear the instructors say often. Very true! Don't waste your time at the gate fumbling through things you should have down. Not the time to start learning flows. During my first IPT we got off the gate, took off and shot approaches. Several people could not get past the before start checklist because they didn't have the flows down. That's just wasted time. SAD!
More to come...
Sent a PM with a few follow ups
03-27-2017, 12:23 PM
#106
On Reserve
Joined APC: Jul 2015
Posts: 18
Here is a review of my first few months at PSA. I'll throw in some tips for success as well.
I came in as a 1500 hour CFI with no ATP or turbine experience. During training, I didn't need additional training (additional sims or IOE trips) and I also never got close failing anything.
ATP/CTP: The first week is the ground portion of the course. It's geared to someone who has no experience with the airlines and/or turbine aircraft. Topics such as CRM, high altitude aerodynamics, ADM, etc were covered. The instructor did a fantastic job and really put a lot of time and effort into the course (A+) . The second week you head to the sim. Our class did it in the 200 sims in CVG. PSA instructors instruct you which is different from some other airlines who will farm out the CTP course to a third party. Using the CRJ sim with PSA instructors was great in my opinion. They teach you how to recover from stalls and perform steep turns, tune the radios, use the autopilot, recover from wind shear, takeoff and landings, ect. These introductory hours in the real CRJ sim helps out tremendously if you have never flown the CRJ or a jet. The very last day you will take the ATP multiengine FAA exam. Just use Shepard Air to study for this. Everyone in my class used it and the lowest score was 83ish. Most people made greater than 90%.Overall, the CTP course was honseslty a much better program than I had invisioned going into it. Once again, I give the course an A+.
Indoc:
Prior to showing up to class it would be wise to have all of the limitations (bolded items) and immediate action items memorized cold. Looking back, the people who didn't have them memorized when they showed up were behind the power curve and struggled the entire time in training. You want to stay well ahead of the material. You can get behind and overwhelmed very fast.
I would also suggest heading to the paper tigers to start learning flows, call outs, and profiles very early on in indoc. I started using the paper tigers on day two of indoc. A group of us (about 25% of the class), spent about an hour everyday after class in the paper tigers. Not one person in our group needed additional sims or failed their checkride. I was pretty surprised other people didn't take advantage of the paper tigers. The people who needed additional sims or failed their checkride did not spend as much time early on in training putting in the time to learn the flows and callouts. They spent their time memorizing limitations (which should already be memorized) instead of memorizing flows. Time is precious and it's fast paced. You don't want to get behind. That's just my experience in our class. Other classes may be different.
Systems: pretty straight forward. Class is spent reviewing power points about systems. Just spend your time reading the PRM and watching ETHOS videos and you should be fine.
IPT: Integrated Procedures Trainer
A goal I will suggest is to have the flows and callouts down cold prior to the start of IPT 1. The IPT is a procedures trainer where you refine flows, call outs and profiles. Key word is refine. It's not the job of the instructor to spoon feed you how to perform a flow. You should have a pretty good idea about the standard flight routine and how things are supposed to be done by the start of IPT 1 if you've been studying. There were people who started IPTs who did not have the flows down and guess what, they needed extra training and/or extra sims later on. "Lets get off the gate and start flying," is something you will hear the instructors say often. Very true! Don't waste your time at the gate fumbling through things you should have down. Not the time to start learning flows. During my first IPT we got off the gate, took off and shot approaches. Several people could not get past the before start checklist because they didn't have the flows down. That's just wasted time. SAD!
More to come...
I came in as a 1500 hour CFI with no ATP or turbine experience. During training, I didn't need additional training (additional sims or IOE trips) and I also never got close failing anything.
ATP/CTP: The first week is the ground portion of the course. It's geared to someone who has no experience with the airlines and/or turbine aircraft. Topics such as CRM, high altitude aerodynamics, ADM, etc were covered. The instructor did a fantastic job and really put a lot of time and effort into the course (A+) . The second week you head to the sim. Our class did it in the 200 sims in CVG. PSA instructors instruct you which is different from some other airlines who will farm out the CTP course to a third party. Using the CRJ sim with PSA instructors was great in my opinion. They teach you how to recover from stalls and perform steep turns, tune the radios, use the autopilot, recover from wind shear, takeoff and landings, ect. These introductory hours in the real CRJ sim helps out tremendously if you have never flown the CRJ or a jet. The very last day you will take the ATP multiengine FAA exam. Just use Shepard Air to study for this. Everyone in my class used it and the lowest score was 83ish. Most people made greater than 90%.Overall, the CTP course was honseslty a much better program than I had invisioned going into it. Once again, I give the course an A+.
Indoc:
Prior to showing up to class it would be wise to have all of the limitations (bolded items) and immediate action items memorized cold. Looking back, the people who didn't have them memorized when they showed up were behind the power curve and struggled the entire time in training. You want to stay well ahead of the material. You can get behind and overwhelmed very fast.
I would also suggest heading to the paper tigers to start learning flows, call outs, and profiles very early on in indoc. I started using the paper tigers on day two of indoc. A group of us (about 25% of the class), spent about an hour everyday after class in the paper tigers. Not one person in our group needed additional sims or failed their checkride. I was pretty surprised other people didn't take advantage of the paper tigers. The people who needed additional sims or failed their checkride did not spend as much time early on in training putting in the time to learn the flows and callouts. They spent their time memorizing limitations (which should already be memorized) instead of memorizing flows. Time is precious and it's fast paced. You don't want to get behind. That's just my experience in our class. Other classes may be different.
Systems: pretty straight forward. Class is spent reviewing power points about systems. Just spend your time reading the PRM and watching ETHOS videos and you should be fine.
IPT: Integrated Procedures Trainer
A goal I will suggest is to have the flows and callouts down cold prior to the start of IPT 1. The IPT is a procedures trainer where you refine flows, call outs and profiles. Key word is refine. It's not the job of the instructor to spoon feed you how to perform a flow. You should have a pretty good idea about the standard flight routine and how things are supposed to be done by the start of IPT 1 if you've been studying. There were people who started IPTs who did not have the flows down and guess what, they needed extra training and/or extra sims later on. "Lets get off the gate and start flying," is something you will hear the instructors say often. Very true! Don't waste your time at the gate fumbling through things you should have down. Not the time to start learning flows. During my first IPT we got off the gate, took off and shot approaches. Several people could not get past the before start checklist because they didn't have the flows down. That's just wasted time. SAD!
More to come...
03-27-2017, 12:27 PM
#107
Gets Weekends Off
Joined APC: Nov 2016
Posts: 293
I will also add that the flows are not rocket science. The longest is maybe 10 items?
I'd suggest starting off on doing muscle memory of where your hand goes. Once you can do that while talking or bouncing a ball add in what you have to do with each item.
Once that is done with all the flows, start calling for each flow randomly with your partner. If you can do the flows randomly and know what is done at each item then your golden.
I agree with what Rob said above. Relax over the weekend. Study some one day then go see the sights or hang out the other day. Your brain needs a chance to process and you need a chance to recoup.
I'd suggest starting off on doing muscle memory of where your hand goes. Once you can do that while talking or bouncing a ball add in what you have to do with each item.
Once that is done with all the flows, start calling for each flow randomly with your partner. If you can do the flows randomly and know what is done at each item then your golden.
I agree with what Rob said above. Relax over the weekend. Study some one day then go see the sights or hang out the other day. Your brain needs a chance to process and you need a chance to recoup.
03-27-2017, 03:25 PM
#110
Banned
Joined APC: Apr 2014
Posts: 1,291
You have to fly it yourself, but why wouldn't you use your available resources? If you did what you are describing, and you didn't back the approach up with what you have available to you, and something bad were to happen, you would be blamed very quickly for it.
(You would be blamed anyways, but use what you have).
Would you ever say "I can tell how fast I am going by looking at the trees going by, just go ahead and cover up my airspeed indicator? Or, "I can tell how high I am on short final, go ahead and pull the breaker on my RA"? Absolutely not! No one would.
Use what you have.
The River Visual is a lot of fun once you realize it is not hard and although it is something to respect, it isn't hard.
(You would be blamed anyways, but use what you have).
Would you ever say "I can tell how fast I am going by looking at the trees going by, just go ahead and cover up my airspeed indicator? Or, "I can tell how high I am on short final, go ahead and pull the breaker on my RA"? Absolutely not! No one would.
Use what you have.
The River Visual is a lot of fun once you realize it is not hard and although it is something to respect, it isn't hard.
In addition, I handfly whenever possible, whenever I want.When I brief the arrival-approach I'll tell them the ap is coming off at this fix or dme or whatever and as long as you know what you're doing it shouldn't be an issue. Once handflew from little Rock to clt when the FMS and ap failed.Hand flying in green needles.Lots of fun.
You need to do it to stay sharp so when you have to do it you can.
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