MavAv8r

The engine thrust modes are a little different and so is the fuel system, but all of that should be able to be done through LMS. My guess is the FAA got in a tizzy because the Flaps 18 setting was locked out on our other airplanes, and we haven't had any training with it. Just another case of this POI being… well himself.

I will say the Gunnison/Hayden experience would be nice in the sim, but we are having check pilots ride the jump seat into GUC anyway. I don't see why that isn't enough. It just seems like a really huge burden, and looking at how its played out it wasn't something the company was planning on having to deal with. Things get smoother every month though as more and more people get "trained."

ILOVELAMP

Did my XR differences as well in GUC and it's good training, especially for a company that has really never had any mountain flying experience. Having flown a decent amount in CO and the Rockies prior to this, it's good for everyone to do the GUC flight in the sim especially for the east coasters. There is a lot that could make your day really terrible down low next to the Granite.
Just my .02

Oh and the POI here has never flown 121 so there's your answer as to why thing are the way they are.

mckelvie37

A very open ended statement here but...looking at interviewing at TSA shortly. Anything glaring that I need to be aware of? Read over the latest interviews I could find and the airline profiles. Seems to have some major expansion efforts underway.

pylit4lyfe

Why TSH and not someone else who's growing? Lots of negativity going on at TSA if you read the posts.

CBreezy

Most of the negativity is from outside pilots stirring up nonsense on this thread. I and many of the people I know at TSA are completely content here.

geddeh

Hear, hear.

TeamRamRod

Honestly... No. Know that you will be used, and used to the bone for the short time that you are on reserve. If you interviewed next week and started class in June, you wouldn't hit the line until September. By that time, the growth is going to be in full swing (more than it already is) and you'll most likely only see reserve for the month that you can't bid after completion of IOE. Scheduling may try to use you in absurd ways, and you need to know your contract and when you're valid in telling them they need to pump the brakes because it's illegal. I.E - you limo back to base and they call and want to use you. Your FDP was done the second they approved your limo, you are done and released to rest. Junior manning will become more frequent as staffing becomes short. Line holders receive full cancellation pay, you'll have to submit a pay request form with the cancelled flights or pairing (DFI) to be compensated properly, but it's only a 15-30 minute ordeal to take care of so MOST people don't make a fuss about it. It will all be automatic when everything is automated system-wide this fall so you may not have to deal with it. As far as what pylit down there has to say, he's reading a forum. Take it from people out flying the line that we have some awesome crews to fly with. I've got less than a handful of people that I don't love flying with, maybe only one that i would deliberately get food poisoning so I didn't have to fly a 4 day with him. The "negativity" is coming from the few CQFOs that have some beefs with the company and the 10%ers that you'll have anywhere. If you want more credible info, PM a few of us.


"If you read the posts".... This is a forum dude. "Alot of negativity" is a very vague statement. State your sources, and don't tell me this forum. TSA has a heck of a pilot group, excluding the 10%ers that you'll have anywhere. If I based my decision solely on forums I would've chosen Eagle or XJT 18 months ago and I'd be jumping ship or waiting for a furlough letter right now.

vtpilot

LR: approx. 11,000# Fuel, XR: approx. 13,000# Fuel

LR: Max Flap 45 degree Speed = 145 kias; XR = 160 kias

LR: .78M, XR: .80M

LR max 250 KIAS below 8,000 ft, XR max 300 kias.

LR has two takeoff thrust settings (at-to and to), XR has three (at-to, to, and Eto).

LR Max takeoff thrust: 8,169 lbs, XR Max takeoff thrust: 8,810 lbs.

LR has one climb thrust setting, XR has two.

XR has slightly longer wing span.

XR has clear ice detectors on the tops of the wings.

Some oil pressure and engine temperature limitation differences.

XR standby instruments on the XR are powered off the backup battery hot buss. LR is powered off Essential.

Max takeoff Altitude: LR: 8,000 ft; XR: 10,000 ft.

Riverside

Some of your info is different from our sop

N6279P

That being..?