PSA Recall 10

GREAT NEWS!!!!!!, congrats to all of you who got the recall... when you guys get to DAY let us know first hand what's going on up there....

always good to see a ray of light and the end of the... recall list

again congrats!!!:rawk:
 
More flying in June. Hopefully there will be more flying so everyone can be back by the end of the year. I just hope its not at the expense of PDT loosing airplanes.
 
surreal1221 said:
But - what about your guy's training program?
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I don't have my training manual with me, it's up at the training center but I have a guess. Since they were furloughed when they would have been in recurrent they will go through a modified recurrent/INDOC with a brief refresher on systems and flows. From what I understand it will be about 1 week, usually our recurrent is 2 days of class spread over 3 days (1st day is 1/2 day in the afternoon so people can commute or DH in, 2nd day all day, and 3rd day 1/2 day in the morning so people can commute or DH home.)

Since these pilots have de-qualed in the airplane they will need a PC to re-qualify. I'm not sure how many sessions they will get prior to their PC's, but it could be anywhere from 1-4. Prior to furlough they all completed a 2 session differences course, but it did not reset their base month because they didn't complete a PC or PT at the end of differences. I don't think they will need IOE.

If a pilot is gone for more than 12 calendar months they must go back through initial training again, that involves INDOC, 8 sim sessions, a PC, LOFT, and IOE.
 
Thanks for the information EDUC. Helps me better understand how my own company's procedures might be.

It makes perfectly good sense about the whole being furloughed during a period which a recurrent would have occured. Which fits the bill for about all 80 of us over at ASA.

Thanks again.
 
surreal1221 said:
Thanks for the information EDUC. Helps me better understand how my own company's procedures might be.

It makes perfectly good sense about the whole being furloughed during a period which a recurrent would have occured. Which fits the bill for about all 80 of us over at ASA.

Thanks again.
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I'm hearing we are getting pretty short on 200 FO's and its not even summer yet. Every reserve 200 FO I've talked to is over MMG
 
meyers9163 said:
Same plane.... RAH 170/175 is the same right? You can fly the one you can fly the other?
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Yeah...but there are really no differences between the 170/175 other than the weights, length and additional seats. She lands the same and feels the same. The 200/700 seems like there are some big differences...especially in how she lands. I've been in the cockpit a few times in a 200 and I swear we're gonna slam in to the runway, but it's greased on at the last second. Other than leading edge slats and length, are there other differences?
 
MusketeerMan said:
Just out of curiosity, why doesn't ASA have their 200 pilots fly the 700 as well..and vice versa??
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Job security

Job protection

:)

Or so I say. The real reason is somewhere mixed in with increased training costs that I suppose the company didn't want to pay for, that and increase labor costs associated with dealing with paying pilots two pay rates depending on which frame they flew, that and the potential liability of having a dual-qualified crew, that and the increased costs associated with LCA being dual-qualified (which I was told was the leading factor. . .you know how greedy those LCA can be :sarcasm:).

Personally, I think the 900 should be staffed by it's own cadre of pilots.

Three airframes
Three lists of qualified Captains
Three lists of qualified First Officers
Three Reserve lists for qualified Captains
Three Reserve lists for First Officers
...

I could go on and on. . .but it won't matter. . .:)

Our local union leadership though is working on something far far worse, something that will send many more individuals to the street if it is successful. But, doesn't really seem like too many care right now. They're all happy about the new shiny jet.

Trip7 said:
I'm hearing we are getting pretty short on 200 FO's and its not even summer yet. Every reserve 200 FO I've talked to is over MMG
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Oh, and the 7/900's are not short as well? I've heard the same sentiment and can still see the reserve list. I don't bother trying to run the company, we clearly have a great management team in place to do that.

19 red arrow days on the 200 FO side (not sure about the Captain side. . .I'd imagine the same, if not worse), 15 red arrow days on the 7/900 FO side (same about CA on 200 comment).

The MEC is in the process of filing a grievance with the NMB if the company doesn't follow through with bringing them more in line with the number allotted by our CBA. Our CBA allows for a maximum of four red arrow (and/or restricted days - not necessarily the same thing) during a bid period in an effort to provide adequate staffing needs. They were in violation during the current bid period (March), and appear to be and will most likely remain in violation during April.

I laugh at those picking up open time and I weep for those who are being junior manned.

When a company furloughs, everyone suffers. The summer is right around the door and if the company knows (as they do) that they can just abuse you guys during the next 5 months, they're not going hold back any punches.

Enjoy Lot S and the new crew lounge, oh and not having a crew shuttle for the less than minimum turns in Atlanta.
 
surreal1221 said:
Job security

Job protection

:)

Or so I say. The real reason is somewhere mixed in with increased training costs that I suppose the company didn't want to pay for, that and increase labor costs associated with dealing with paying pilots two pay rates depending on which frame they flew, that and the potential liability of having a dual-qualified crew, that and the increased costs associated with LCA being dual-qualified (which I was told was the leading factor. . .you know how greedy those LCA can be :sarcasm:).

Personally, I think the 900 should be staffed by it's own cadre of pilots.

Three airframes
Three lists of qualified Captains
Three lists of qualified First Officers
Three Reserve lists for qualified Captains
Three Reserve lists for First Officers
...

I could go on and on. . .but it won't matter. . .:)

Our local union leadership though is working on something far far worse, something that will send many more individuals to the street if it is successful. But, doesn't really seem like too many care right now. They're all happy about the new shiny jet.



Oh, and the 7/900's are not short as well? I've heard the same sentiment and can still see the reserve list. I don't bother trying to run the company, we clearly have a great management team in place to do that.

19 red arrow days on the 200 FO side (not sure about the Captain side. . .I'd imagine the same, if not worse), 15 red arrow days on the 7/900 FO side (same about CA on 200 comment).

The MEC is in the process of filing a grievance with the NMB if the company doesn't follow through with bringing them more in line with the number allotted by our CBA. Our CBA allows for a maximum of four red arrow (and/or restricted days - not necessarily the same thing) during a bid period in an effort to provide adequate staffing needs. They were in violation during the current bid period (March), and appear to be and will most likely remain in violation during April.

I laugh at those picking up open time and I weep for those who are being junior manned.

When a company furloughs, everyone suffers. The summer is right around the door and if the company knows (as they do) that they can just abuse you guys during the next 5 months, they're not going hold back any punches.

Enjoy Lot S and the new crew lounge, oh and not having a crew shuttle for the less than minimum turns in Atlanta.
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:yeahthat:
 
MusketeerMan said:
Yeah...but there are really no differences between the 170/175 other than the weights, length and additional seats. She lands the same and feels the same. The 200/700 seems like there are some big differences...especially in how she lands. I've been in the cockpit a few times in a 200 and I swear we're gonna slam in to the runway, but it's greased on at the last second. Other than leading edge slats and length, are there other differences?
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Some others could comment more since I've been out for 7 months. But really other then the landing perspective theres not much of a change. Rotation slightly but really its the same damn plane. A few items were designed better in the 700 but nothing that a non pilot would be able to notice. And of course the obvious, it climbs better up in the Flight levels. Really I dont know if ASA is doing it right or we do. Their pilots SHOULD be able to go between just fine.
 
meyers9163 said:
Some others could comment more since I've been out for 7 months. But really other then the landing perspective theres not much of a change. Rotation slightly but really its the same damn plane. A few items were designed better in the 700 but nothing that a non pilot would be able to notice. And of course the obvious, it climbs better up in the Flight levels. Really I dont know if ASA is doing it right or we do. Their pilots SHOULD be able to go between just fine.
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SkyWest has their pilots fly both...but then again, SKW is cheaper for them to operate as well...
 
200 and 700 seems a lot different to me, the slats make a huge difference from what this non-qualified pilot has noticed in the JS. A 200 seems to scream in on landing compared to a 7/9.
 
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