Pinnacle and Mesaba jet lineholders

jrflight said:
What seniority number are Fo jet lineholders?
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Depends on the base. The -200 is the junior aircraft it seems and the junior bases for that airframe are JFK and DTW with JFK being the most junior.

The most junior line holder on the -200 is a July 2011 hire date based in JFK. Seniority is somewhere in the mid 2800 numbers on the ISL (out of ~3000 pilots)

DTW is the mid 2700s and a May 2011 hire date.

MEM is the mid 2600s and is a February 2011 hire date.

MSP is a low 2500s and is a September 2010 hire date.
 
My understanding was that end of March beginning of April we'd start hearing things about training again. We've got about 4 classes of guys sitting around on min guarantee with no plan from training moving forward and it's only -200 and -900 guys I've talked to. No spending anymore money on anything productive until we decide on bankruptcy or not apparently.

I'm sure there will be some sort of memo coming out soon with excuses from he whose name is Sean shortly describing the terrible juggling act that's going on and how he must continue to juggle and no solve anything for just a bit longer. As soon as Trenary and his posse of thieves get their last check cashed Menke will drop the pretenses and move forward with a real plan.
 
It's possible the HR lady misrepresented the aircraft for which the company is currently hiring. She told me it would be the -200 out of JFK and that I'd have the opportunity to bid on other aircraft and other bases in time. Nevertheless, she offered me an interview. Then I had to inform her that I'm currently flying the Saab for 9L and that I didn't realize my airlineapps profile from last spring was still active.
 
jynxyjoe said:
My understanding was that end of March beginning of April we'd start hearing things about training again. We've got about 4 classes of guys sitting around on min guarantee with no plan from training moving forward and it's only -200 and -900 guys I've talked to. No spending anymore money on anything productive until we decide on bankruptcy or not apparently.
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What do you mean by four classes of guys sitting around on min guarantee with no plan.....? Honest question. Probably a dumb question :). Thanks anyways.
 
block30 said:
What do you mean by four classes of guys sitting around on min guarantee with no plan.....? Honest question. Probably a dumb question :). Thanks anyways.
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Jynxy can be a little cynical in his posts sometimes, but what I think he meant to say was the company has a large backlog of trainees on the -200 so there are a lot of people are sitting at home making money waiting for a sim slot and/or check airman to become available. I'm sure the company has a plan to pull out of this mess, it's just written on a cocktail napkin that got lost at the flying saucer somewhere...
 
Ok, thanks. I was thinking a reference to the Saab cross overs, but then the -200 reference. How are we doing putting -200 captains on line?
 
crazyjaydawg said:
Jynxy can be a little cynical in his posts sometimes, but what I think he meant to say was the company has a large backlog of trainees on the -200 so there are a lot of people are sitting at home making money waiting for a sim slot and/or check airman to become available. I'm sure the company has a plan to pull out of this mess, it's just written on a cocktail napkin that got lost at the flying saucer somewhere...
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The plan was wait until April last I heard.

Me cynical?
 
TUCKnTRUCK said:
I've already done near 60 hours of OE this month... Apparently our side is still staffing for some reason?
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Don't know, you're a check airmen they don't talk about this ever on your phone calls? It's a 3000 pilot group and I can somewhat speak on the experiences of 10 of them, some who have sat happily for a month now(and will continue to for another month) on grandfathered rates.
 
jynxyjoe said:
Don't know, you're a check airmen they don't talk about this ever on your phone calls? It's a 3000 pilot group and I can somewhat speak on the experiences of 10 of them, some who have sat happily for a month now(and will continue to for another month) on grandfathered rates.
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We mostly talk about fun things, like, apa call out verbage.. stuff like that. the last few we have talked about simlifying things like the climb checklist. Ours is a bit longer. At FRA, or 1000ft agl (normally) the PM selects 900rpms, sets the IAS to FD mode to the climb profile, then selects the auto feather, left and right tank boost pumps, standby hyd and PTU to normal, taxi light off, and bleeds norm. This always happens in the middle of a turn/a;titude call from ATC. The reality is, the only important thing to get done at 1000 feet agl is to get the flaps up.

I think before long we will see fun stuff like, "Flaps 0, set ias ___" then at 3,000 (or maybe more) the rest of the items. In reality we have all those standby systems on for hours of taxi.. when we are climbing out at 2-3,000 fpm waiting another 2000 feet doesn't really add any run time, and may actually allow the systems to cool a bid more after prolonged ground use.

We really don't talk too much about how many people are in the training pipeline... but, we've got an all IP meeting next month, so maybe we will hear more. I know last year, the IOE completed was astounding. I'm just finally getting a chance to start flying with line qualified FO's again.

I've heard that the training dept. isn't fully staffed, but until the CH.11 mess is done with, they don't want to bring more people into the mix. J. Blue seems to like to poach our APD's, maybe thats the current issue?

I've also heard rumors of our FO's bailing for Silver Airways, with the low street CA req's? who knows these days.
 
TUCKnTRUCK said:
We mostly talk about fun things, like, apa call out verbage.. stuff like that. the last few we have talked about simlifying things like the climb checklist. Ours is a bit longer. At FRA, or 1000ft agl (normally) the PM selects 900rpms, sets the IAS to FD mode to the climb profile, then selects the auto feather, left and right tank boost pumps, standby hyd and PTU to normal, taxi light off, and bleeds norm. This always happens in the middle of a turn/a;titude call from ATC. The reality is, the only important thing to get done at 1000 feet agl is to get the flaps up.

I think before long we will see fun stuff like, "Flaps 0, set ias ___" then at 3,000 (or maybe more) the rest of the items. In reality we have all those standby systems on for hours of taxi.. when we are climbing out at 2-3,000 fpm waiting another 2000 feet doesn't really add any run time, and may actually allow the systems to cool a bid more after prolonged ground use.
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To give you an example of the CRJ-200 side of the house:

Accelerate to 200 kts out of 1000 AGL.
Flaps up per limitations.
Nothing else it touched (normally) until we are climbing out of 3000 AGL.
Then we accelerate to 250 kts and get the Climb Check accomplished.
 
ctab5060X said:
To give you an example of the CRJ-200 side of the house:

Accelerate to 200 kts out of 1000 AGL.
Flaps up per limitations.
Nothing else it touched (normally) until we are climbing out of 3000 AGL.
Then we accelerate to 250 kts and get the Climb Check accomplished.
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All I hear from your side of the house is "TOGA TO TEN"
 
the ANVS system is inhibited when the props are at max, so generally we want to get the flaps up, and props to climb setting asap... if we are departing in the direction of destination we drop the nose and accelerate to vmo/250. opposite direction we normally hold 185 untill we get the turn. inherrently the Q will be busier during configuration, but the reality is, it should be "operated" like a jet as much as possible, carry over from flying ninteen 100's [ for some reason the nine key isnt working) and saabs i think made us overcomlicate things at first, then hard to let go of.
 
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