1500TT minimums ?

DPApilot said:
Nope, but I am. I understand higher minimums, and I'm all for safety, but I still believe it to be a knee jerk reaction that won't fix the problem.
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It was anything but knee jerk. I'd been analyzing the process since I was in flight school in 2006.
In 2008, I wrote an essay here called 'Regional Airline Pilots- Welcome to the rest of your career'.

In it, I stated that pilot advocacy groups had been struggling to raise the roof while the corporate types were "cutting the floor our from under us."

The issue was as clear then as it is now. "Fix the floor."

This does that. And you knew it was coming.
 
Firebird2XC said:
It was anything but knee jerk. I'd been analyzing the process since I was in flight school in 2006.
In 2008, I wrote an essay here called 'Regional Airline Pilots- Welcome to the rest of your career'.

In it, I stated that pilot advocacy groups had been struggling to raise the roof while the corporate types were "cutting the floor our from under us."

The issue was as clear then as it is now. "Fix the floor."

This does that. And you knew it was coming.
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I did know it was coming, but that doesn't mean I agree with it 100%. Also, clearly you didn't when you were hired with less than ATP minimums...
 
DPApilot said:
I did know it was coming, but that doesn't mean I agree with it 100%. Also, clearly you didn't when you were hired with less than ATP minimums...
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.. which is a dead horse you continue to beat. It isn't about moral right- it's about reading the conditions as they are and responding appropriately. I used to lament that things weren't as they were in my father's time in the business, but that got me nowhere.

Your stance of moral superiority is moot. I got in the same way everybody else did at that time, and once inside, realized we'd all been taken. I had only my own ignorance to blame. So I did something about it.

You, on the other hand, were obviously fully aware of the situation and chose to ignore it, or assume that it somehow wouldn't apply to you. Then when it did, you continued to refuse to take responsibility for your actions. Which of the FAA defined character flaws contrary to good airmanship cover those? Care to speak on that?

Maybe you're really not qualified for this job yet. Fortunately you'll have some time to determine your shortcomings.
 
I think you're all being a little hard on the Beaver. I support the rule and I think a pretty decent amount of leeway was given, etc etc. But if it were me in his position, I'd probably be a little sullen and resentful, too, even if, analytically, I knew that it was inappropriate.
 
Firebird2XC said:
.. which is a dead horse you continue to beat. It isn't about moral right- it's about reading the conditions as they are and responding appropriately. I used to lament that things weren't as they were in my father's time in the business, but that got me nowhere.

Your stance of moral superiority is moot. I got in the same way everybody else did at that time, and once inside, realized we'd all been taken. I had only my own ignorance to blame. So I did something about it.

You, on the other hand, were obviously fully aware of the situation and chose to ignore it, or assume that it somehow wouldn't apply to you. Then when it did, you continued to refuse to take responsibility for your actions. Which of the FAA defined character flaws contrary to good airmanship cover those? Care to speak on that?

Maybe you're really not qualified for this job yet. Fortunately you'll have some time to determine your shortcomings.
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Do tell how I refuse to take responsibility? Responsibility on what part? What did I assume wouldn't apply to me? I came into this sector of the industry knowing I would be pushed out towards the end of this year, never said it wouldn't. Honestly Charlie, you're one to talk about character flaws.

But I'm definitely open to discussion on what you feel I've ignored.

I am 100% for requiring more experience to get hired, hell, back in the day you couldn't even get your resume looked at with sub 2,000 hours! Granted, back in the day, RJs were DC-9s... What I've said is requiring an ATP won't change much. Hell, my Saab ride was done in the left seat and would have been a PIC type if it weren't for the fact that my paperwork didn't show SIC training. I just think requiring an ATP was a knee jerk reaction to an issue with fatigue and subpar training/experience.

If I went and got an ATP in a dutchess would that suddenly make me 10 times safer? I don't think so.

I'll wait for you to have an adult conversation, but from past experiences, I doubt that will come. Your snide underlying attempts at insults will have to suffice I guess....
 
Firebird2XC said:
It was anything but knee jerk. I'd been analyzing the process since I was in flight school in 2006.
In 2008, I wrote an essay here called 'Regional Airline Pilots- Welcome to the rest of your career'.

In it, I stated that pilot advocacy groups had been struggling to raise the roof while the corporate types were "cutting the floor our from under us."

The issue was as clear then as it is now. "Fix the floor."

This does that. And you knew it was coming.
Click to expand...

So really you support this 1500 hour deal because it will *maybe* (doubtful) improve the industry? Sure as hell isn't about safety. Is your ERJ different from mine? Because in all honesty flying right seat in a PC12 was more difficult.

Firebird2XC said:
.. which is a dead horse you continue to beat. It isn't about moral right- it's about reading the conditions as they are and responding appropriately. I used to lament that things weren't as they were in my father's time in the business, but that got me nowhere.

Your stance of moral superiority is moot. I got in the same way everybody else did at that time, and once inside, realized we'd all been taken. I had only my own ignorance to blame. So I did something about it.

You, on the other hand, were obviously fully aware of the situation and chose to ignore it, or assume that it somehow wouldn't apply to you. Then when it did, you continued to refuse to take responsibility for your actions. Which of the FAA defined character flaws contrary to good airmanship cover those? Care to speak on that?

Maybe you're really not qualified for this job yet. Fortunately you'll have some time to determine your shortcomings.
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Get off your high horse dude. He's plenty qualified for his job. Pulling up the ladder. That's what you're advocating.
 
jtrain609 said:
Go fly some freight, come back a captain
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I'd do it in a heartbeat! Something I've been looking into. Shoot, I have the flight time. If my company allows me to keep my seniority and pay I'll be all over it!
 
DPApilot said:
I'd do it in a heartbeat! Something I've been looking into. Shoot, I have the flight time. If my company allows me to keep my seniority and pay I'll be all over it!
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Other than the tropical overnights, is the really any reason to go back ? Just sayin'
 
drunkenbeagle said:
Other than the tropical overnights, is the really any reason to go back ? Just sayin'
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Tampa and you. Reasons enough. That and being a fairly senior captain holding a line when I upgrade.
 
juxtapilot said:
But why? He enjoys pretty decent QOL, a good schedule, and is flying a well equipped aircraft. Sounds like a boring job. I wouldn't wanna give that up...
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Ehh, moot point. I was hired knowing I'd have to give it up, can't really fault anyone for that. If love to see it change, but I'm not expecting it, and planning for it to not.
 
DPApilot said:
I'd do it in a heartbeat! Something I've been looking into. Shoot, I have the flight time. If my company allows me to keep my seniority and pay I'll be all over it!
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I'm a bit skeptical about the goodwill of the company on that score, but with your *ahem* charm, charisma, and JC contacts, I'd think the odds are pretty good that you could go fly a 99/Metro/1900 for Amflight or any other number of freight operators. Might put some hair on that girly chest, too. :D
 
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