reality check q400 ewr

wheelsup said:
40%+ of pilots at your base were fired in the past year?
Click to expand...

Lies, damn lies and statistics. We have a lot more pilots in MEM than Colgan has in EWR. If we had 5 guys fired, and only had 10, we could say half our pilot group was unsafe. I'm saying there are guys like this at every airline. To pretend otherwise would be extremely naive. But, if you wanna start the "my regional sucks less than yours" we can....again.
 
FlyChicaga said:
Just what I was told by a NetJets guy. Maybe he was wrong.
Click to expand...

Might not be a hard and fast rule or it might have changed with the economy.

When I was at another frac, there were northeast-based crewmembers who refused to ride on them. I was surprised to find that the travel desk actually accommodated them. I never refused so I don't know from experience- just what I heard and observed. Pretty sure if it really came down to it and the company needed to get you to XXX and Colgan was the only way- you're going no matter what company you work for.
 
I think the NetJet's rule is that there is a list of carriers they won't be put on unless it is the only service into that airport. Nobody but Colgan flies BOS-ALB so hence they went. If there were options they wouldn't have.

That's from a hazy memory of a conversation with a guy a few months ago though, so take it for what it's worth.
 
Honestly, some of those that are gone, needed to be. ESP after 3407, they just didn't seem to get it. We were going to be under intense scrutiny, and they needed to straighten up, fly right. Those who didn't, are no longer here.

I agree though. If you are not one of the pilots involved, you shouldn't be spreading the laundry. I would ask you pull out initials, and id able info. It's not on you to post that in a public forum.

Also. Some of those situation pilots were pulled off the line for retraining, not suspended. That is not unheard of in the 121 game.
 
FlyChicaga said:
Interestingly enough, NetJets cannot deadhead on Colgan.
Click to expand...
Technically.....we don't deadhead on anyone. If we are on an airliner, we are on duty and on a paid ticket.

As far as Colgan.....I can't confirm or deny the allegation. But let's face it, many times you don't know who is in operational control until you are on the plane. Some carriers don't put the "Operated by...." line on the tickets anymore.
 
NJA_Capt said:
Technically.....we don't deadhead on anyone. If we are on an airliner, we are on duty and on a paid ticket.
Click to expand...


Technically, if I'm on an airliner in the back, I'm on duty and on a paid ticket (unless it's a 9E) flight. It's still called a deadhead, though.....
 
kellwolf said:
Technically, ... It's still called a deadhead, though.....
Click to expand...
I guess we can put this in the High wing/Low wing and logging PIC debate column....To me, dead heading is off duty/ID90/Buddy pass (ie...freebee) to and from your domicile while off the clock. If paying pax on the clock are deadheading, then half the pax on any plane are deadheading.

Semantics
 
One of the worst students I've ever had was turned down by several airlines for employment. Funny thing is, he's now a captain at Colgan.

The company got what was coming to them. There was a time they hired people with a pulse, and that's about it. Time to take a step forward and improve the company culture which in turn helps all of us.
 
TUCKnTRUCK said:
Honestly, some of those that are gone, needed to be. ESP after 3407, they just didn't seem to get it. We were going to be under intense scrutiny, and they needed to straighten up, fly right. Those who didn't, are no longer here.

I agree though. If you are not one of the pilots involved, you shouldn't be spreading the laundry. I would ask you pull out initials, and id able info. It's not on you to post that in a public forum.

Also. Some of those situation pilots were pulled off the line for retraining, not suspended. That is not unheard of in the 121 game.
Click to expand...

:yeahthat:

There is nothing constructive about spreading this laundry either. You want to improve morale? Posting misleading statistics is not the way to do it.

I can assure you the vast majority of Colgan pilots are professionals who do a good job and want to improve the company's image.
 
Row if you could give more info about a few of them,

row9 said:
The faa investigated 16 pilots for time/duty, so that already is over 10%. (8 were okay, 8 were violated)
At we talking 30/7 or 16 hour duty day stuff?
Pilot's suspended: 2 for hot refueling,Was it because they did it or because they didn't do it right?
4 for circle manuevers Because they did it or because they didn't have mins?
2 for starting an ils Hub or outstation?
2 for fms problem Why would you suspended a pilot for this?
1 for jumpseat problem Why would you suspended a pilot for this?
3 for stick shakers (not counting cap that got fired). Was the shaker because they didn't understand the whole icing setting?
1 for putting something on his flight case that he should not have. Can you give more info.
1 for deice not (not counting cap that got fired)-Because he/she deiced or because he/she didn't deice?
Click to expand...

row9 said:
investigated/suspended: 1 for putting wrong altimeter setting in ie. 2989 instead of 2998 (faa violation, other pilot in list of fired) Did the pilot file a ASAP report? Was this the reason he was fired?

4 for feathering engines in climb WTF Really?
2 for deicing with apu on Why can't you deice with the APU on? Even if you can't I would think this isn't something that should get someone suspended.
Click to expand...

row9 said:
oops, forgot the captain that got suspended for a month and almost fired because his flight attendant was drinking on duty. Why did he almost get fired for this? Did he know and let her work a flight?
Click to expand...

A lot of the stuff listed dosen't seem like it would warrant getting suspended or fired.
 
NJA_Capt said:
I guess we can put this in the High wing/Low wing and logging PIC debate column....To me, dead heading is off duty/ID90/Buddy pass (ie...freebee) to and from your domicile while off the clock. If paying pax on the clock are deadheading, then half the pax on any plane are deadheading.

Semantics
Click to expand...

Yeah, we just call that "jumpseating." If we're "deadheading," we're on the clock. About the only way I'd subject myself to the hell they put me through is if I'm getting paid.....
 
Gonzo said:
Row if you could give more info about a few of them,







A lot of the stuff listed dosen't seem like it would warrant getting suspended or fired.
Click to expand...

The Duty day limits were because the FAA decided to change how the interpreted the language on us. 24/7 became 1 calendar day.. retroactive they also said no more 91 after 8 hours, and legal to start/ finish was on a per leg basis. Would have been an awesome set of work rules, but the faa backed down when the realized that every carrier interpreted the rules the way colgan did. nobody got suspended or otherwise.

Lots of the issues boil down to a lack of training in certain areas. FMS procedures were not really trained during transition, as you were supposed to do most of it on the line.

We also had the FAA investigate a pilot who was following profile, pilot was on paid leave untill it was cleared up. Not to mention, there have been 'some' mainline CAL guys who think it's their job to police colgan pilots, and submitting letters to our CP about incidents that have not happened, or have grossly misstated facts. (grow up maybe?..)

Colgan pilots really have been under the gun, at this point I really do have mor faith in them than just about any pilot group. Myself in the last year, had 3 PC's, (2 with the FAA) 4 line checks, and at least 6 observations (jeopardy) as well as recurrent, LOSA and external audits. Thats more than 10 at risk events for myself, and it's been mostly the same for others. Sure it seems like there is alot going "wrong" here... but I would like to see how any other pilot group stands up to that much attention.

Also, the props were not feathered, but if both condition levers are accidentally lifted past the 850 detent, the PECs kick offline, regulating prop control to the overspeed governors, which were not meant to last for long... meaning you have to air return, or land really soon. Colgan procedure calls for a 2 detent movement on the climb check... but had no warning for what happened if you went past the detent say, in bumps. It's not like they actually feathered both engines on a flight.

Honestly, most of this stuff is being posted in a manner to make it look like pilots are screwing up left and right, which is not the case. Again, it's not my place to comment on a lot of the issues, and really should be left for those involved. Take it for what it is...

From what I see, ( only the FO's) those that are here are by the book, and standard. I like to believe the entire pilot group is at this point.
 
TUCKnTRUCK said:
The Duty day limits were because the FAA decided to change how the interpreted the language on us. 24/7 became 1 calendar day.. retroactive they also said no more 91 after 8 hours, and legal to start/ finish was on a per leg basis. Would have been an awesome set of work rules, but the faa backed down when the realized that every carrier interpreted the rules the way colgan did. nobody got suspended or otherwise.
Click to expand...

Not every airline, I know one that doesn't interpreted the rules the way Colgan does.



TUCKnTRUCK said:
Lots of the issues boil down to a lack of training in certain areas. FMS procedures were not really trained during transition, as you were supposed to do most of it on the line.
Click to expand...

That is my point besides the "4 for feathering engines in climb" almost all of those things should warrant a getting suspended or fired. Maybe pull them off the line for some quick training in the sim/class.
 
How can 4 different people feather both engines in climb? Let alone one? I know the Dash-200 I flew is not the same, but the levers are! It's easy, you pull them to the detent and NO FARTHER.
 
If you lift the levers at all at the 850 gate, the pec will asume failure, and kick off, handing prop control to the overspeed gov. They didn't actually select feather. There are 2 pilots per crew. We had 2 events before training came out on the topic.

The levers on the 400 are not connected to anything. They just trip switches as they move past. Lifting the levers even a small amount at the 850 trips the switch. It's a gottcha with the plane.

Pulled off for training is what happened to most. If they want to talk about their instance out here, they are welcome to...
 
What's amusing is Colgan interpreted legal to start, legal to finish leg by leg. Pinnacle interpreted it as starting at the beginning of the day. Go figure.
 
You must log in or register to reply here.
Back
Top