Any furloughed Gulfstream Airlines Pilots?
02-24-2009, 03:36 PM
#61
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Last edited by TPROP4ever; 02-25-2009 at 07:47 AM.
02-24-2009, 03:49 PM
#62
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Last edited by TPROP4ever; 02-25-2009 at 07:47 AM.
02-24-2009, 03:55 PM
#63
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well then I stand corrected, I will take you at your word, But I stand by my observation that statement was totally not called for. All those pilots passed plenty of training events after leaving 3M, or their CFI gigs (wherever they came from). Remember out of 3 crews they were all mixed in their backgrounds. Tragic aircraft accidents, rarely are caused by any single event, but rather a chain of events and to imply they are caused by flying for a certain carrier in the past, to create discord is just irresponsible. In one of those crashes, if you really know and have studied the cause, the pilot from 3M was not the PIC nor the PF. Not that the crew doesnt share responsibility, but your intention to imply if the pilots from 3M were not on the flightdeck, the crashes wouldnt have happened is beyond the scope of reality.
02-24-2009, 05:34 PM
#64
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Well, you subsidize the pay. Look at this way: at a normal airline, ticket sales and freight are sources of income (black numbers). Leases, fuel, mx, and salaries are expenses (red numbers). Apparently at GIA, aside from reducing mx cost (smaller red numbers) with ACDelco parts, they can add the "interrn training fees" to the income column (bigger black numbers). So the "real" crews can receive "the highest paid contract for the 1900 airframe" because the interns are providing the subsidy.
02-24-2009, 05:41 PM
#65
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well then I stand corrected, I will take you at your word, But I stand by my observation that statement was totally not called for. All those pilots passed plenty of training events after leaving 3M, or their CFI gigs (wherever they came from). Remember out of 3 crews they were all mixed in their backgrounds. Tragic aircraft accidents, rarely are caused by any single event, but rather a chain of events and to imply they are caused by flying for a certain carrier in the past, to create discord is just irresponsible. In one of those crashes, if you really know and have studied the cause, the pilot from 3M was not the PIC nor the PF. Not that the crew doesnt share responsibility, but your intention to imply if the pilots from 3M were not on the flightdeck, the crashes wouldnt have happened is beyond the scope of reality.
02-24-2009, 05:43 PM
#66
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Last edited by TPROP4ever; 02-25-2009 at 07:48 AM.
02-24-2009, 06:13 PM
#67
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wow, didn't know the Colgan crash was GIA pilot, CA I presume?
There is something to be said for pilots who never learn how to fly an airplane properly. I learned more about flying while I was instructing than I did my first year at a 121 airline, teaching is the best way to learn IMO.
There is something to be said for pilots who never learn how to fly an airplane properly. I learned more about flying while I was instructing than I did my first year at a 121 airline, teaching is the best way to learn IMO.
02-24-2009, 06:18 PM
#68
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02-24-2009, 06:46 PM
#69
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I am not going to argue over your need to find blame. None of us were on the flight decks of any of those planes, so to make any generalization on any air disaster is just wrong. actually, I was planning to pen a long response to you, but the more I think about it, its not worth my breath. Im not going to change your poisoned opinion, and I have no desire to waste my time on you even if I could. I sincerely hope you can find some happiness in your life, because some of us chose to live life to the fullest and enjoy every day. Good luck in your endevours.
The National Transportation Safety Board determines that the probable causes of this accident were (1) the pilots’ unprofessional behavior, deviation from standard operating procedures, and poor airmanship, which resulted in an in-flight emergency from which they were unable to recover, in part because of the pilots’ inadequate training;
(2) the pilots’ failure to prepare for an emergency landing in a timely manner, including communicating with air traffic controllers immediately after the emergency about the loss of both engines and the availability of landing sites; and (3) the pilots’ improper management of the double engine failure checklist, which allowed the engine cores to stop rotating and resulted in the core lock engine condition.
(2) the pilots’ failure to prepare for an emergency landing in a timely manner, including communicating with air traffic controllers immediately after the emergency about the loss of both engines and the availability of landing sites; and (3) the pilots’ improper management of the double engine failure checklist, which allowed the engine cores to stop rotating and resulted in the core lock engine condition.
02-24-2009, 06:57 PM
#70
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Last edited by TPROP4ever; 02-25-2009 at 07:48 AM.
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