Republic Hires 430 Hr Pilot!

Airdale said:
I don't look that good!! :laff:

Thanks for the congrats. Systems was tough, but we had a great instructor and studied my tail off. Kind of reminds me of boot camp here, being trapped for 6 weeks! :D But so far I've been able to keep my head above the water, good thing the Guard taught me how to swim. :)

Sims start Sunday! :nana2:
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Man, I hate studying! I need to learn better study skillzzz.

Have fun in the sims!!! Where are you based?
 
Kingairer said:
No, it proves no experience. How is a CFI with no jet experience gonna press home the point that it does no good to do 240kts going away from the airport, when they are puttin around at 70kts in a C152.
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I politely disagree. :)

Flying is a discipline. Maintaining a specified heading, altitude and airspeed is nothing more then having discipline. Its not hard to physically fly an airplane. I took my Dad and brother in law on a flight and in 5 minutes my brother in law, with zero aviation experience, was able to control the aircraft in level flight and even do some turns. Its not hard.

What is hard, is having strict discipline to immediately correct for deviations, having discipline to control your airspeed on approach or in the pattern. Experience has nothing to do with someone who does not hold a correct airspeed in the pattern. They lack the discipline to maintain a strong vigilance about how they are operating the aircraft.

I taught on a weekly basis, private ASEL pilots to fly a Seminole. I taught them to have discipline about not allowing the airplane to fly them. I never had a problem with any of my students letting something like airspeed or altitude get outside of tolerances. Its the same thing with holding altitude. Many times people will fly 100' above, 100' below. Its because they are not maintaining a vigilant scan and correcting immediately for deviations.

A rough landing, doing a procedure out of order, struggling with an IAP - those are lack of experience. Ripping through the pattern well above your target airspeed, thats lack of discipline and shouldn't be tolerated.

You're a Captain, and I highly respect Captains and your position. You certainly have more knowledge then me. But what I learned in the military and through a great CFI, is that there is no substitute for having strong discipline. Reguardless of the aircraft, be it a CRJ, a Beech 1900, a Seminole or a C-172 - controlling airpseed is accomplished the same way. If I lack discipline in the control of the aircraft when its my leg, I expect the Captain to chew my ass, because that sort of thing is beyond experience.
 
Im going back to being a Gulfstream FO, its easier.

Anyone know anything about that authentic Air Force one Crew bag they are selling in the back of Aviation magazines. I think it would be hella cool!
 
falconvalley said:
:cwm27:

Do you think young birds should be flying with 1 hour TT and so many accidents on their record?
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Kingairer said:
Im going back to being a Gulfstream FO, its easier.

Anyone know anything about that authentic Air Force one Crew bag they are selling in the back of Aviation magazines. I think it would be hella cool!
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thought that was a golf bag. although if you use it, they automatically take 6 strokes off your card...
 
Airdale said:
I would definitely not reguard it as arguing. I wasn't arguing with you, just debating a topic. :)
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Its not that he didnt have the ability or disicpline to hold the correct airspeed, its that he had no idea how his current speed was fitting into the bigger picture.

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SweeeT!, Golf bag too?! Man, cant wait to get my mits on those, itll look great with my uniform!
 
Kingairer said:
430TT is very low time. I am surprised that RAH went this low. Times are-a changing though. Typically it was rare for someone to get hired with less then 1500TT since 9-11 at RAH. What does a 430TT pilot have to offer in an airline environment? Not much. If they are a good study hopefully they will know whats in the book and some systems info. But where ya need is experience is when you are given situations that are in the book, or when the book needs a little massaging. Ill give ya an example.

I flew with a brand new FO who was green as green, and was xtremly by the book. Flying into CVG on a nice clear day I could already see a set up for a poor approach. We are on downwind doing about 240Kts....ok now going away from the airport "I ask why are we still doing 240kts??..starts to slow, gets a tight vector (higher speed , wider turn), and of course now we are starting to venture into the other runways final. I tell him to turn tighther, and the bastard wont turn over 30 degrees b/c thats what he's been taught in the book (and starts defending himself in this manor) (Dont try this technique with your captain, it doesnt yield good results) . I bark at him some more and of course he finally gets around after a bark from ATC. Luckily there wasnt conflicting traffic on the other runway, but most of the time there is. I could go on, but hopefully you can see the difference in experience and book knowledge by this small example.
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LOL. Hey man, don't be stealing stories from my head. Seems all too familiar.
 
Airdale said:
Sounds like your FO is a tool. 230kts in a pattern? Proves nothing about his flight times and everything about his flight training. Students tend to model their instructors, when the instructor is a good model to follow, the students usually do the same.
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typical experience for me:

Descending via santa monica on a downwind for the 24's in lax. FO's flying. We're doing 250KIAS descending thru 7000'. I make a slight suggestion that he might want to slow down since he's on downwind. Power goes from 68% to 55% torque. I slap my forehead and shake my head inside and think theres no hope. What part of slow down don't some of these guys understand.

However, let it be known: Lately I have seen managment cracking down on these FO's. We had a stretch there where not only they sucked, but they would give lip back to the captain when told to correct the problem. Since I upgraded, I've never seen so many FO's getting fired. It's mainly because of their lack of expererience and bad attitude combined.

Last week, I sat thru a left seat class and they STRONGLY emphasized that they are giving A LOT of power back to the captain. In other words, they've seen it erode over the years, with mx, dispatch, and customer service biting away trying to run the show. Both Managers of the 120 and RJ spoke about this. Does this make me happy? Slightly. Do I think its gonna make a difference? Maybe. At least its a step in the right direction.
 
Until very recently, I've flown with F/O's with more time in the airplane than me leaving me to just watch in amazement. Last couple flights, though, this was not the case. They were pretty green. I VERY much remember being new to the airplane and remember Capts kinda just telling me what needed to be done....then doing it. Well, I finally got in a situation where I had to grab the speedbrakes for a guy and show him how to be more agressive in slowing down and going down, as the 757/767 isn't really too great at that. In this case, the guy was very appreciative and wanting to learn. I can't imagine a guy being belligerent about it, though, someday I'm sure it will happen.

Attitude is everything, no matter if your high time or low time.
 
mrivc211 said:
typical experience for me:

Descending via santa monica on a downwind for the 24's in lax. FO's flying. We're doing 250KIAS descending thru 7000'. I make a slight suggestion that he might want to slow down since he's on downwind. Power goes from 68% to 55% torque. I slap my forehead and shake my head inside and think theres no hope. What part of slow down don't some of these guys understand.
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So you tell him to slow down, and keep descending and he pulls the power. Were you looking for some drag items or something instead? Flaps, etc? Maybe I have no business flying anything larger than a Cezznah but how should he have slowed down if he can't reduce power or was his reduction just too much?
 
Timbuff10 said:
So you tell him to slow down, and keep descending and he pulls the power. Were you looking for some drag items or something instead? Flaps, etc? Maybe I have no business flying anything larger than a Cezznah but how should he have slowed down if he can't reduce power or was his reduction just too much?
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It was my understanding that he didn't reduce power enough...

On the RJ an N1 reduction like that in a descent wouldn't accomplish much.
 
777forever said:
They drastically cut back on the TT requirement because she was an ATP instructor, had a lot of multi, and took an RJ course. This is of course part of the agreement ATP has with Republic. There's a reason the regionals keep snatching ATP instructors with drastically reduced time don't you think?:nana2:
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Wait. So getting in debt to you eyeballs helps "feed the family" how? You wanna help feed your family, don't spend $60K on you ratings. You're only feeding some loan officer at SLM's family that way.....
 
Yeah, 10 percent torque isn't going to slow you down much in a decsent unless you were going from 10 percent available to flight idle, lol.
 
I gotta back Kingair on this one. They guy's not a tool, he's just doing what he was trained to do in ground school. If I've said it once, I've said it 100 times, there are too many gaps in training in an airline ground school for some of the low time pilots. They were designed for higher time guys with a good amount of experience to teach them 121 flying and the aircraft. Now, they're getting guys that don't have those decision making skills and tossing them through the same program.

King Airer's FO was doing the same thing he's always done: cruise power on the downwind in a 172 or a Seminole is no big deal. It is in an RJ. He was falling back on what he knew, and that was don't start reducing the power until you're abeam the numbers. Well, that's fine if you're doing 120 kts, but NOT fine if you're doing TWICE that. Nevermind that fact you do that crap at a Class D airport, you're CA is gonna beat you senseless to keep from getting him violated.

There was no sim profile for the FO to follow, and reading the story, it seemed the only knowledge he had to apply to the situation was book knowledge. Our visual approach profile doesn't do jack to tell you when to slow, when to put the flaps in, when to drop the gear, etc. If it comes to encroaching on another runway or banking more than 30 degrees, then it's a no brainer to me. Perhaps one of his sim instructors told him that if you over bank more than 30 degrees, the green line is gonna shoot up and you're gonna be close to a stall. Instead of saying "Hey, I'm about to cross the final on the parallel runway" he was thinking "Oh god! If I bank much more, I'm gonna stall!" So which is it? Is the guy a tool or are there gaps in the training dept?
 
Another thing I just thought of after 18 MONTHS she only had 430 hours TT? What the heck has she done in those 18 months to only get 430 hours! But again I looked over ATP's site and this is normal. Ton of people only having 400 hours or there about with 18 months after completing the ACCP program! WTH?

At my current FBO after starting my ifr program and getting through ME and 18 months after my start date I will have darn near 1500 hours if I were to be around that long. Just made me wonder why so few hours for these people?
 
meyers9163 said:
At my current FBO after starting my ifr program and getting through ME and 18 months after my start date I will have darn near 1500 hours if I were to be around that long. Just made me wonder why so few hours for these people?
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Not everyone works at your FBO or schools like it. Some places are having a hard time pulling in new students lately. She may have had a real job that doesn't operate on the fact that "she likes what she does so screw her".
 
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