TUCKnTRUCK
That guy
I found out. Nobody answers a phone. If they ignore it, the problem goes away
Colgan Ops Bulletin
- Thread starter SmitteyB
- Start date
I found out. Nobody answers a phone. If they ignore it, the problem goes away
BE19Pilot
Flying a Box
Hello,
I am not trying to fan any flames, but some of the responses to this thread reflect some inexperience. It is not unusual for any operator to have so-called "First-Flight-of-the-Day" checks into a different type of checklist protocol. For instance, some of you are familiar with "Originating and Recieving" checklists". Using this checklist typically calls for many of the items performed on a "run-up be performed during the originating portion of the flight day. Some tests are before start, some are before taxi, etc...(by the way, I've yet to read of a jet that had you doing the fire loop test before an engine start).
I started at CJC in 2004, and saw rapid growth there, and the ensuing chaos that created. Pilots were not writing up the airplanes, because it usually entailed a 91 flight to ALB, HEF or HYA. This was and still is a royal pain in the A**, of which I was a participant while sitting in both seats. The FAA was becoming wise to what was going on with airplanes not being written up, and in response. Colgan came up with "Operation Strict Compliance". The result of this attempt to keep the FAA at bay increased MEL's by about 300% in one month! Some of this was an attempt to clean house after the 2004 HYA crash, and some of it was an internal attempt to mitigate flight cancellations/delays for unscheduled maintenance.
Now, that the reality of $100.00+ per barrel of oil days are upon us managment can and must find ways that are cost effective to operate. Goverment compliance must also be factored into any procedural changes and approved by the FAA in the company flight manuals. So, I am not trying to sound like some RA-RA Colgan cheerleader, because I am neutral now. I no longer work there, but I also understand the realities of airline economics in a very volitile time in our history. For those of you that might have forgotten, we are still at war. We still have men and women putting their collective hearts, minds and souls on the line for is each and everyday.
Lastly, the final authority for accepting an airplane for a revenue flight rests with the crew and specifically the Captain. A good Captain will use his training, experience and other resources to make a good decision. This is difficult in the regional industry, because of the typically low-level of experience in both seats. So, being a little extra conservative is the best solution, and it got me thru my 135 cargo flying and later in the airlines. Bottom line is this, my friends. KNOW THE BOOK! USE THE BOOK! Thats what the damned thing is for! If you know the book, and base your decisions on what is in the book and you are in compliance. Well, no clucking, fussing or whining from dispatch, crew scheduling, VP of Ops, etc... is going to happen. If you calmly qoute the book, and stick to your guns all will be good. I want to emphaisze being calm, polite and professional. I have had heated phoncons with dispatch at times, but few and far between. Those that flew with me, and knew me to have a temper, but rarely blew my cool unless it was warranted. Had many frustrating months at Colgan the last 6 months or so.
Regards,
ex-Navy Rotorhead
P.S. I wonder what the passengers are thinking during the 1900 run-up? LOL
I am not trying to fan any flames, but some of the responses to this thread reflect some inexperience. It is not unusual for any operator to have so-called "First-Flight-of-the-Day" checks into a different type of checklist protocol. For instance, some of you are familiar with "Originating and Recieving" checklists". Using this checklist typically calls for many of the items performed on a "run-up be performed during the originating portion of the flight day. Some tests are before start, some are before taxi, etc...(by the way, I've yet to read of a jet that had you doing the fire loop test before an engine start).
I started at CJC in 2004, and saw rapid growth there, and the ensuing chaos that created. Pilots were not writing up the airplanes, because it usually entailed a 91 flight to ALB, HEF or HYA. This was and still is a royal pain in the A**, of which I was a participant while sitting in both seats. The FAA was becoming wise to what was going on with airplanes not being written up, and in response. Colgan came up with "Operation Strict Compliance". The result of this attempt to keep the FAA at bay increased MEL's by about 300% in one month! Some of this was an attempt to clean house after the 2004 HYA crash, and some of it was an internal attempt to mitigate flight cancellations/delays for unscheduled maintenance.
Now, that the reality of $100.00+ per barrel of oil days are upon us managment can and must find ways that are cost effective to operate. Goverment compliance must also be factored into any procedural changes and approved by the FAA in the company flight manuals. So, I am not trying to sound like some RA-RA Colgan cheerleader, because I am neutral now. I no longer work there, but I also understand the realities of airline economics in a very volitile time in our history. For those of you that might have forgotten, we are still at war. We still have men and women putting their collective hearts, minds and souls on the line for is each and everyday.
Lastly, the final authority for accepting an airplane for a revenue flight rests with the crew and specifically the Captain. A good Captain will use his training, experience and other resources to make a good decision. This is difficult in the regional industry, because of the typically low-level of experience in both seats. So, being a little extra conservative is the best solution, and it got me thru my 135 cargo flying and later in the airlines. Bottom line is this, my friends. KNOW THE BOOK! USE THE BOOK! Thats what the damned thing is for! If you know the book, and base your decisions on what is in the book and you are in compliance. Well, no clucking, fussing or whining from dispatch, crew scheduling, VP of Ops, etc... is going to happen. If you calmly qoute the book, and stick to your guns all will be good. I want to emphaisze being calm, polite and professional. I have had heated phoncons with dispatch at times, but few and far between. Those that flew with me, and knew me to have a temper, but rarely blew my cool unless it was warranted. Had many frustrating months at Colgan the last 6 months or so.
Regards,
ex-Navy Rotorhead
P.S. I wonder what the passengers are thinking during the 1900 run-up? LOL
SlumTodd_Millionaire
Most Hated Member
Huh? Every airliner I know of requires it to be done before the engine start.
BobDDuck
Island Bus Driver
Yeah, personally, I'd like to know the fire loop is working BEFORE I start an engine and might actually need it.
BE19, I think what people are angry about (and people that DON'T work for CJ are saying "I told you so" about) is that they are just removing something from the work rules without guys there having any say in it.
BE19, I think what people are angry about (and people that DON'T work for CJ are saying "I told you so" about) is that they are just removing something from the work rules without guys there having any say in it.
SmitteyB
Well-Known Member
BE19- This has nothing to do with MX cancellations and runups. This has EVERYTHING to do with stealing money from hard working employees.
Personally, I wouldn't cancel a flight becuase it would be an inconvienience to the company. I wouldn't cancel it because I TRULY feel sorry for some of these passengers.
Personally, I wouldn't cancel a flight becuase it would be an inconvienience to the company. I wouldn't cancel it because I TRULY feel sorry for some of these passengers.
BE19Pilot
Flying a Box
Smittey,
Are they removing the :15 min. pay credit from the pairings? If so, that really does suck! Kinda like being given a 3:55 minute sit, followed by a deadhead
I did that everyday in July last summer, and have more Airbus Shuttle time sleeping than I do on my own friggin couch!
Regards,
Ex-Navy Rotorhead and YES voter!!!
Are they removing the :15 min. pay credit from the pairings? If so, that really does suck! Kinda like being given a 3:55 minute sit, followed by a deadhead
I did that everyday in July last summer, and have more Airbus Shuttle time sleeping than I do on my own friggin couch!
Regards,
Ex-Navy Rotorhead and YES voter!!!
Firebird2XC
Well-Known Member
Remember "Three Hour Sit dot Com"
and the "Adventures of the Colgan Driving Team"?
Summer '07. Weirdness and 1900s in BOS.
Hunter S Thompson, anyone?
BE19Pilot
Flying a Box
Hey Snuggle,
Which sim is that? MCO or LGA? The MCO sim is light years ahead of the LGA antique 1900 sim that most of us cut our teeth on. I never had a chance to do anything, but teach in the MCO sim. Any difference in the way the two flew? The LGA sim was a skittish S.O.B. and I heard the one down in MCO had a better flight model program. Also, you couldn't beat the Wingate suites in the MCO. Looks like I am going to be working as contractor for CJC doing some sim/ground/PCs to make some extra $$$, so maybe I'll see you guys in recurrent.
Regards,
ex-Navy Rotorhead
P.S. My daughter and I are doing pretty good under the circumstances and getting back to some kind of normal life now. It's going to take time to find out what normal feels like.
Which sim is that? MCO or LGA? The MCO sim is light years ahead of the LGA antique 1900 sim that most of us cut our teeth on. I never had a chance to do anything, but teach in the MCO sim. Any difference in the way the two flew? The LGA sim was a skittish S.O.B. and I heard the one down in MCO had a better flight model program. Also, you couldn't beat the Wingate suites in the MCO. Looks like I am going to be working as contractor for CJC doing some sim/ground/PCs to make some extra $$$, so maybe I'll see you guys in recurrent.
Regards,
ex-Navy Rotorhead
P.S. My daughter and I are doing pretty good under the circumstances and getting back to some kind of normal life now. It's going to take time to find out what normal feels like.
dingo222
Well-Known Member
SF, hang in there bro. Good to see you are keepin a heads up attitude
Snuggle
Well-Known Member
I found the picture on google and I believe it's the MCO sim. I've only flown the LGA sim, although I hear the MCO sim flew much better. Teller1900 should know, he flew the MCO sim. If you're doing training then I may see you in a month or two for my recurrent ground/sim (whenever they decide to schedule it).
Teller1900
Well-Known Member
Indeed. I've never flown the LGA sim (except for the interview), but the MCO was wasn't too bad, really. Compared to the real thing, I don't think they could have done much to improve the flight model. It required the normal 3-4 seconds of nose down trim when you lower flaps, but otherwise it was pretty easy to handle. The visuals were good, too, until the last day before our checkride...we somehow broke one of the projectors, so even with the wx set to -1/4sm VV001, we had the lights in sight at about 12,000 feet, 50+ miles from the airport. That was really the biggest problem we had with it. We weren't at the Wingate, though, they had us at the Hawthorn Suites. Two room suite, two TVs, full kitchen, free box lunch for pilots, happy hour (free drinks) every night from 5-7, free hot/cold breakfast buffet, and free dinner every Wednesday. Not a bad set up, really
.
Flyingtower
New Member
Easy now! I'm an A&P for Colgan at Houston and we work hard. Overtime is frequent. We are underpaid and understaffed. We do our best to get the plane done by morning. I don't know what MX is like in the NorthEast but down here we pull our weight.
Firebird2XC
Well-Known Member
I flew for Colgan in the Northeast- for what it's worth, man... I've never heard anybody complain about the Houston ops. In fact, I more than once heard it said that it was like "a totally different company."
The operations in the Northeast, however, are regularly... questionable.
Keep doing what you're doing, man- your part of the operation is absolutely essential and greatly under-appreciated. I know- I used to turn wrenches myself.
A pilot, after all, is useless without an airworthy airplane.
wick81
Well-Known Member
I've been at Colgan for just under three years, 2 of them at a Northeast mx base, and I would venture to say that most of the mx guys are hard working guys who do the best with what they have. I would never call it regurlarly questionable. There have been a few circumstances where I have had a problem, but mostly few and far between. Just my .02.
Seggy
Well-Known Member
I never saw you refuse a trip because you thought something was of 'questionable' airworthiness.
TUCKnTRUCK
That guy
Dude... take a vacation... we all need one
Still no lines for next month tho... Getting the Vac. award for next month like 2 weeks out... 2 lines, canceled indoc classes... Feels like the calm before -
Buckle down and hold on tight, Cause a gale is whipping up i say.
I still stand by MAY/JUNE.