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Regional Airlines Reduce Pilot Minimums  
User currently offlineKarlB737 From United States of America, joined Mar 2004, 3105 posts, RR: 10
Posted (6 years 9 months 5 days 17 hours ago) and read 4933 times:

To the regional and mainline pilots I ask you does this concern you that the minimums seem to keep getting lowered? I am not a pilot. I know that the instruments of today have made many procedures easier. However I know that all of you have had to reach down into your depth of experience now and then to get you through a tense situation. I can only salute you for that. That is your inner strength as a professional. That is what I believe all of you are and I know that you truely want the industry that you are a part of to remain that way.

When I read the article below I flashback to Lexington, Kentucky (LEX). What should my concerns as a passenger be when I read about your professional standards being lowered?


Courtesy: Denver Business Journal

Regional Airlines Reduce Pilot Minimums --- 3 Pages

http://www.bizjournals.com/denver/st...7/story2.html?b=1197867600^1563637

40 replies: All unread, showing first 25:
 
User currently offlineIkramerica From United States of America, joined May 2005, 21529 posts, RR: 59
Reply 1, posted (6 years 9 months 5 days 16 hours ago) and read 4888 times:



Quoting KarlB737 (Thread starter):
When I read the article below I flashback to Lexington, Kentucky (LEX).

Why? Those pilots were above the current minimums, and they still made a stupid mistake.

As long as both seats aren't inexperienced, with one seat flying well above minimums with plenty of airline specific experience, I personally don't see the problem, but if there was a rash of incidents due to inexperience, I'd change my opinion at that time.



Of all the things to worry about... the Wookie has no pants.
User currently offlineFuturecaptain From , joined Dec 1969, posts, RR:
Reply 2, posted (6 years 9 months 5 days 16 hours ago) and read 4838 times:



Quoting KarlB737 (Thread starter):
What should my concerns as a passenger be when I read about your professional standards being lowered?

Do you see an increase in accidents made by these low time airline pilots compared to the senior crews? Every pilot does their best to be professional and knowledgeable. Everyone has made a mistake at some point. You have two pilots flying the airplane, and today with CRM widespread and how sophisticated the aircraft are the low time pilots of today are probably more proficient than the low time pilots of 40 years ago.
I know someone who was hired by a major airline about 40 years ago. At the time he was hired he had a private license and an instrument rating. The airline was simply so stressed for pilots they hired him and gave him a date by which he needed to have his commercial license to start training with the airline. He says when he started flying pax flights he had just over 200 hours logged. Airlines have hired low time pilots for decades, this isn't a new occurance.


User currently offlinePilotboi From United States of America, joined Sep 2007, 2366 posts, RR: 9
Reply 3, posted (6 years 9 months 5 days 16 hours ago) and read 4781 times:



Quoting Ikramerica (Reply 1):
As long as both seats aren't inexperienced, with one seat flying well above minimums with plenty of airline specific experience,

I agree. The Captain is there to make decisions (takes lots of experience), the FO is there to push the buttons (doesn't take much experience, if any for some people).


User currently offlineKarlB737 From United States of America, joined Mar 2004, 3105 posts, RR: 10
Reply 4, posted (6 years 9 months 5 days 16 hours ago) and read 4758 times:

Well I'm getting what I wanted which is lots of good input from the pilots. This is good. I had to ask these questions because if I didn't someone else in the general public or news media would eventually ask them.

User currently offlineSwissy From Switzerland, joined Jan 2005, 1734 posts, RR: 4
Reply 5, posted (6 years 9 months 5 days 15 hours ago) and read 4737 times:



Quoting Ikramerica (Reply 1):
Why? Those pilots were above the current minimums, and they still made a stupid mistake.

Agree

Hrs. alone does mean little in the whole picture.....where do these pilots get the hrs from??? from flying, I do not see any problems with the lower minimum as I think these guys do a hell of a job...... the only way to give them all the experience they need is flying with an experienced pilot as many hrs. as possible and have one day enough hrs. & experience so they can pass it on ..............  Wink

Cheers,


User currently offlineCubsrule From United States of America, joined May 2004, 22997 posts, RR: 20
Reply 6, posted (6 years 9 months 5 days 15 hours ago) and read 4705 times:



Quoting KarlB737 (Thread starter):
When I read the article below I flashback to Lexington, Kentucky (LEX). What should my concerns as a passenger be when I read about your professional standards being lowered?

The LEX captain had 4700 hours (3000+ in the CL-600). The f/o had 6500 miles (also more than 3000 in the CL-600). I'd say that inexperience was not a problem there. Actually, I would argue that the LEX crash might be an example of an incident where LESS experience might have been better. Perhaps a less experienced pilot would have consulted his compass?

I would make the same argument about 9E 3701. Those guys missed several memory items on the 2 engine out checklist. A freshly minted f/o would be more tied to the checklist, perhaps resulting in a different outcome.

Quoting Pilotboi (Reply 3):
I agree. The Captain is there to make decisions (takes lots of experience), the FO is there to push the buttons (doesn't take much experience, if any for some people).

Cockpit management is key. There are always going to be pilots who are new to the type. Oversight is the key. If not, you get a situation like OW at SJU.



I can't decide whether I miss the tulip or the bowling shoe more
User currently offlineSllevin From United States of America, joined Jan 2002, 3376 posts, RR: 6
Reply 7, posted (6 years 9 months 5 days 15 hours ago) and read 4667 times:

What the hours are is certainly an issue. I've seen many guys who have been instructing for a long time building up hour totals that are, in reality, largely meaningless. Honestly, I've seen very poor decisions and flying in IFR from instructors who are minimally current in IFR operations and have actually flown hands on perhaps 20 or 30 hours in the previous year. Get them out of a 110kt. Skyhawk and into a 190kt Beech Baron under the hood themselves (or in real IFR) and the first couple of hours are really rough.

I think CFI's do a very important and critical job, and that there is a lot of be gained by learning to teach others to fly. But when you see someone who has maybe 300 hours of hands-on and 2,200 hours of instruction to make the 2,500 hour mark -- they've generally gone way past the point where that instruction is benefiting them.

So making the minimums lower is fine by me, because I don't believe there's much gained by the hour building -- in fact, I strongly believe that a lot is LOST.

I'd like to see minimums that are lower, say 1,000 hours, but allow for only 500 hours of PIC giving instruction.

Steve


User currently offlineIkramerica From United States of America, joined May 2005, 21529 posts, RR: 59
Reply 8, posted (6 years 9 months 5 days 15 hours ago) and read 4635 times:



Quoting Pilotboi (Reply 3):
the FO is there to push the buttons (doesn't take much experience, if any for some people).

Well, more than that. He or she is there to gain experience so he or she can become a left seater. As long as airlines maintain the right senior/junior relationship and don't put two inexperienced pilots together, I'm happy.

Quoting Sllevin (Reply 7):
What the hours are is certainly an issue.

Yep. I'd rather have someone flying me around in a CRJ as F/O who has 300 hours pre-hire and 300 hours in that CRJ seat than someone who was just hired with 1000 hours out in the wild but with little to no CRJ experience outside of simulator qualification.

On the job training is valuable. Many foreign airlines believe this.

I also think the cost barrier to entry into the profession becomes much lower if you lower the minimums, as it becomes less expensive for non-military pilots to qualify to become airline pilots.



Of all the things to worry about... the Wookie has no pants.
User currently offlineTinPusher007 From United States of America, joined Feb 2005, 977 posts, RR: 1
Reply 9, posted (6 years 9 months 5 days 14 hours ago) and read 4611 times:

United Airlines, which is Denver's largest carrier, operates 221 flights a day out of DIA, and regional carriers handle 188 of them, spokeswoman Meghan McCarthy said.

Frontier Airlines operates 300 mainline and 68 regional departures and arrivals a day at DIA.

Im assuming this is bad reporting. I don't have the numbers myself, but Im quite sure UAL doesn't only operate 33 mainline flights at DEN while its regional partners operate 188. Moreover, since when does F9 operate more flights at 368 including its regional partners? The articale even says UAL is DEN's largest carrier, so that makes no sense!



"Flying isn't inherently dangerous...but very unforgiving of carelessness, incapacity or neglect."
User currently offlineJuventus From United States of America, joined Dec 2004, 2835 posts, RR: 2
Reply 10, posted (6 years 9 months 5 days 14 hours ago) and read 4611 times:



Quoting Ikramerica (Reply 1):
As long as both seats aren't inexperienced, with one seat flying well above minimums with plenty of airline specific experience, I personally don't see the problem, but if there was a rash of incidents due to inexperience, I'd change my opinion at that time

I do see a big problem. What if the inexperienced pilot is landing a jet powered airplane on a contaminated runway, or strong, gusting crosswinds prevail. Do you think the experienced pilot will have enough time, every time to take the controls away??? Usually by the time the other pilot reacts, the shit has already hit the fan.

However it is not the regionals fault. They got a business to run and those planes go to go. Before, they used to loose pilots to the majors. Now they are loosing pilots to the majors, fractionals, flight departments, etc.


User currently offlineFuturecaptain From , joined Dec 1969, posts, RR:
Reply 11, posted (6 years 9 months 5 days 14 hours ago) and read 4536 times:



Quoting Juventus (Reply 10):
What if the inexperienced pilot is landing a jet powered airplane on a contaminated runway, or strong, gusting crosswinds prevail.

Most pilots, who don't go to Arizona or Florida to train, have alot of experience in incliment weather. Here in the midwest for the past week I'm sure alot of us pilots have brushed up on our icing procedures and have been watching the weather closely. I've shot instrument approaches down on 200 overcast days onto wet runways and taken small planes past their crosswind reccomendations. Flight training in alot of areas of the US will expose pilots to many different factors.
And even then, simulators are used so extensively today pilots have dealt with so many crazy situations already that crosswinds hopefully won't be a problem.

Quoting Juventus (Reply 10):
Do you think the experienced pilot will have enough time, every time to take the controls away???

The entire point of CRM and training is that the more experienced pilot should not need to take the controls away. If you feel uncomfortable in a situation or feel your skills arn't up to the challenge, let the other person in the cockpit know. That's just responsible, safe, flying. And I'd say more often than not, we do try to stay responsible and safe up there.


User currently offlineTheGreatChecko From United States of America, joined Mar 2004, 1128 posts, RR: 2
Reply 12, posted (6 years 9 months 5 days 13 hours ago) and read 4484 times:

Is it a problem? It can be.

Where it becomes a problem is when the airline doesn't want to spend the money on training to either make it difficult enough so those lacking in the required skills wash out or they just pass everyone. Add to that captains who don't want to deal with guys that don't have very much experience and you get cockpits where mistakes are bound to happen and will be caught by the captain, but its a crap shoot whether the FO will speak up when the captain makes a mistake.

Yeah, CRM is great when it works, but there is so much more to working at an airline. While politics shouldn't enter the cockpit, it unfortunately does and it often puts FO's in a bad position. Add to that an already scorned low time guy and I think you can see where problems might arise.

Luckily, most captains out there are good and do their best to show their FO's the proper ways to do things. There are also quite a few who forget that part of their job is to prepare that FO for the left seat and don't want to teach.

As an FO, you also need to be patient, know you are learning, keep the ego in check, and be ready to make mistakes and ask every captain how you can do better.

I can definitely see how it would be frustrating to have to deal with an FO who isn't good on the radio or is falling behind, but unfortunately it is the responsibility of the captain to keep the whole crew ahead of the plane and unfortunately for some, that might require some teaching or heavy explaining.

Low time FO's are a reality of the industry that I am ready to deal with, you just need to be patient and make sure they are ahead of the plane.

Yeah, there is a point in that a jet isn't a place to be teaching some of these things, but until people start demanding more experienced pilots AND are willing to pay for it (ie higher ticket prices), it is going to be the way it is.

Quoting Pilotboi (Reply 3):

I agree. The Captain is there to make decisions (takes lots of experience), the FO is there to push the buttons (doesn't take much experience, if any for some people).

I hate to say it, but being an FO takes some experience and getting there isn't for anyone. I've been an FO for the past year and a half and can say that there is a lot to learn. Add to that dealing with a few of the less CRM and standardization focused captains and you have a handful.

If you can believe it, we even fly the plane every other leg....

Quoting Futurecaptain (Reply 11):
Most pilots, who don't go to Arizona or Florida to train, have alot of experience in incliment weather. Here in the midwest for the past week I'm sure alot of us pilots have brushed up on our icing procedures and have been watching the weather closely. I've shot instrument approaches down on 200 overcast days onto wet runways and taken small planes past their crosswind recomendations. Flight training in alot of areas of the US will expose pilots to many different factors.

I learned to fly in the midwest myself, but we weren't allowed to fly in any truly bad weather and nothing approaching what airliners deal with during the winter. Flying down to mins is fun, but the true challenge comes into play when you are flying planes whose tanks aren't always full, with people in the back who want to make a connection, and you are running low in fuel. Furthermore, most trainers shouldn't be taken into icing conditions. You don't have too much extra when you have 160 HP up front and no anti or deicing equipment.

Those demonstrated crosswinds can be exceeded in trainers, but the bigger the plane, the closer to the limit they will be and the more challenging it will be to keep the plane on the runway.

I guess what I'm trying to say is, get all the experience you can, but never forget that you will always have a lot to learn. At 1700 hrs, I only know what little I know.

Checko

[Edited 2007-12-17 16:15:12]


"A pilot's plane she is. She will love you if you deserve it, and try to kill you if you don't...She is the Mighty Q400"
User currently offlineDashTrash From United States of America, joined Aug 2006, 1527 posts, RR: 2
Reply 13, posted (6 years 9 months 5 days 12 hours ago) and read 4436 times:

I wouldn't say that professional standards are being lowered, but the flight time requirement sure it.

When I started I was one of the guys who thought total time didn't mean much, experience was what counted. To some degree, I still think that's the right approach. However, experience is built through flight time.

I'm not a fan at all of what's happened at regional airlines. My honest opinion is that there should be a minimum time requirement to fly under 121 as there is under 135. To fly checks in a Baron takes 1200 total, 500 cross country, 100 night, and 75 instrument. Your first 121 job only requires a commercial, multiengine, and instrument rating. There's something wrong with that.


User currently offlineIkramerica From United States of America, joined May 2005, 21529 posts, RR: 59
Reply 14, posted (6 years 9 months 5 days 12 hours ago) and read 4423 times:



Quoting Juventus (Reply 10):
What if the inexperienced pilot is landing a jet powered airplane on a contaminated runway, or strong, gusting crosswinds prevail.

If the experienced pilot gives over control to the guy with no experience in such a situation, it's a bad judgement on the part of the experienced pilot anyway, so what value is experience? You are putting up a hypothetical that should not happen in any situation, a straw man argument. Honestly, putting forth non-sensical what-ifs doesn't do anything for me.

Could a wild, unexpected gust happen out of nowhere on an otherwise calm and clear day? Sure. But it's not likely and the F/O could always abort and go around. If the conditions are known in advance, which are the majority of the cases, and the F/O doesn't have enough experience to handle the conditions, he shouldn't be in charge of the landing, the captain should. Period.

An inexperienced F/O is not supposed to land the plane under such conditions. That's why the captain is there, that's why he is paid more, that's why he has more experience.



Of all the things to worry about... the Wookie has no pants.
User currently offlinePlanespotting From United States of America, joined Apr 2004, 3527 posts, RR: 5
Reply 15, posted (6 years 9 months 5 days 11 hours ago) and read 4342 times:



Quoting Futurecaptain (Reply 11):
Most pilots, who don't go to Arizona or Florida to train, have alot of experience in incliment weather. Here in the midwest for the past week I'm sure alot of us pilots have brushed up on our icing procedures and have been watching the weather closely. I've shot instrument approaches down on 200 overcast days onto wet runways and taken small planes past their crosswind reccomendations. Flight training in alot of areas of the US will expose pilots to many different factors.

Exactly - One summer during college I flew almost 100 hours in a 172 in a period of four months, 75% of it cross country time...during which I flew in all types of conditions, from IFR minimums to severe clear and everything in between - had my first (three) unplanned diversions because of weather, as well as my first real scud-run.

Learned a hell of a lot. It was between March and August, in Iowa ... for Midwesterners, you know that you can experience just about every kind of weather there is during those few months. I also tried to fly into as many busy airports and airspace as I could, and flew into MDW by myself at least five times.

I learned many lessons in that time, got my instrument rating and then commercial SEL...was proficient as hell, haha. (and spent a lot of money).



Do you like movies about gladiators?
User currently offlineStratosphere From United States of America, joined Sep 2007, 1653 posts, RR: 4
Reply 16, posted (6 years 9 months 5 days 10 hours ago) and read 4261 times:



Quoting Futurecaptain (Reply 2):
I know someone who was hired by a major airline about 40 years ago. At the time he was hired he had a private license and an instrument rating.

That is true..long ago there were a lot of pilots hired by major airlines at 20 yrs old with little experience. Today you don't see it as much but I do know United hired a female out of Embry Riddle with about 600 hrs into FE position in a DC-10 and from what I hear from other pilots United is known for hiring minorities and women with very little time. Not to say they are bad pilots just that hiring low time pilots does fluctuate with supply and demand.



NWA THE TRUE EVIL EMPIRE
User currently offlineJuanchie From United States of America, joined Jan 2004, 190 posts, RR: 0
Reply 17, posted (6 years 9 months 5 days 10 hours ago) and read 4240 times:

In my opinion, low time requirements will only concern me when some of these sub-1000 hour hired F.O.s upgrade to captain after only 1.5-2 years which should be occuring quite often over the next few years. Then you have a 2500 hour Captain with 2 years pt 121 experience with a sub 1000 hour FO. Add in some weather, minor mechanical and normal operation delays and this could be an overwhelming situation for the crew. The key will be for these FO's to really pay attention and ask questions as a first officer to gain experience prior to upgrading to captain.

For the record, I was hired as a sub-1000 hour FO, but I try to look at the situation objectively...


J.S.



God, forgive me for who I am, and help me be the man I want to be.
User currently offlineCubsrule From United States of America, joined May 2004, 22997 posts, RR: 20
Reply 18, posted (6 years 9 months 5 days 9 hours ago) and read 4205 times:



Quoting Juanchie (Reply 17):
In my opinion, low time requirements will only concern me when some of these sub-1000 hour hired F.O.s upgrade to captain after only 1.5-2 years which should be occuring quite often over the next few years. Then you have a 2500 hour Captain with 2 years pt 121 experience with a sub 1000 hour FO.

This is a great point. An experienced, capable captain can more than compensate for a new f/o- and can probably help the f/o become comfortable with the aircraft far more than can rote flight hours. That's really all IOE is, and careful scheduling gives new f/os more of the same informally (with experienced captains who aren't officially check airmen but bring many of the same skills to the table). When most of a carrier's captains are inexperienced, they simply cannot provide that mentoring (or whatever word you want to use).



I can't decide whether I miss the tulip or the bowling shoe more
User currently offlineCrjflyer35 From United States of America, joined Nov 2005, 668 posts, RR: 2
Reply 19, posted (6 years 9 months 5 days 8 hours ago) and read 4147 times:



Quoting KarlB737 (Thread starter):
What should my concerns as a passenger be when I read about your professional standards being lowered?

On the other hand, at what point will your concerns outweigh your demand to get that PHX-SNA-PHX RT at $130 bucks. I truly believe this is a case of the mouth biting the hand....if pax were willing to pay what it takes for an airline to stay in the black and then some, the regionals could afford to become more selective in their recruitment process. Until that point, they will continue to hire the kid out of college with a case of SJS who will allow him/her self to be paid 17K a year to fly a passenger A/C. As for myself, my instrument checkride is tomorrow afternoon, I have 100 hours TT right now, and as soon as I'm qualified, I'm hunting down a flying job, be it flying checks or families who paid $150 per person RT. I don't want this to sound insensitive, but it's the nature of the beast.

CRJ



Ok, wait for the RJ to pass, cleared to push tail south Mike, and you're cleared to spin #2 in the push.
User currently offlineDashTrash From United States of America, joined Aug 2006, 1527 posts, RR: 2
Reply 20, posted (6 years 9 months 5 days 8 hours ago) and read 4138 times:



Quoting Cubsrule (Reply 18):
This is a great point. An experienced, capable captain can more than compensate for a new f/o- and can probably help the f/o become comfortable with the aircraft far more than can rote flight hours. That's really all IOE is, and careful scheduling gives new f/os more of the same informally (with experienced captains who aren't officially check airmen but bring many of the same skills to the table).

Just playing devil's advocate here, but when did it become a line captain's job to conduct IOE with an FO who is line qualified?

That's the problem with low time guys. I was in a jumpseat with a brand new FO. He clammed up a bit on an ILS, and told us it was his first time flying one when the weather was down. I'm sorry, but the cockpit of an airliner is not the place for someone to fly his first approach in the soup.


User currently offlineCubsrule From United States of America, joined May 2004, 22997 posts, RR: 20
Reply 21, posted (6 years 9 months 5 days 8 hours ago) and read 4119 times:



Quoting DashTrash (Reply 20):
Just playing devil's advocate here, but when did it become a line captain's job to conduct IOE with an FO who is line qualified?

Oh, it's not the line captain's job at all, and I think your example demonstrates what should NOT be happening. OTOH, transitioning to a new aircraft is always a little rocky, whether it's from a 172 to a Bonanza or from a 772 to a 380, and IMO it is the line captain's job to say something along the lines of "if you do X next time, your landing would be better." You work in the industry, I don't. Do you agree?



I can't decide whether I miss the tulip or the bowling shoe more
User currently offlineJuanchie From United States of America, joined Jan 2004, 190 posts, RR: 0
Reply 22, posted (6 years 9 months 5 days 8 hours ago) and read 4110 times:

No instructors are out doing approaches in hard IFR, and most pilots joining regionals today are actually fantastic at IFR approaches (VOR/ILS/LOC). Where most of us struggle are visual approaches where you have nothing backing it up.

I 100% think captains should not be considered an extension of IOE, but rather providing insightful information and advice based on years of experience.


J.S.

[Edited 2007-12-17 21:18:03]


God, forgive me for who I am, and help me be the man I want to be.
User currently offlineWhoopwhoop From United States of America, joined Oct 2006, 62 posts, RR: 0
Reply 23, posted (6 years 9 months 5 days 8 hours ago) and read 4110 times:



Quoting Pilotboi (Reply 3):
Quoting Ikramerica (Reply 1):
As long as both seats aren't inexperienced, with one seat flying well above minimums with plenty of airline specific experience,

I agree. The Captain is there to make decisions (takes lots of experience), the FO is there to push the buttons (doesn't take much experience, if any for some people).

you COULDNT be more wrong with that statement.


User currently offlineJfkspotter From United States of America, joined Jan 2001, 448 posts, RR: 7
Reply 24, posted (6 years 9 months 5 days 7 hours ago) and read 4059 times:



Quoting Pilotboi (Reply 3):
agree. The Captain is there to make decisions (takes lots of experience), the FO is there to push the buttons (doesn't take much experience, if any for some people).

Seems like you go to ERAU. If you do, and you have this mindset, then you have some serious figuring out to do. Please don't even think of coming to the airlines thinking that way. Don't ruin it for the rest of the F/O's out there who know what their real duties are, which include more than just 'pushing buttons'.


25 SNCntry32 : I agree with you 100%. And from what I hear, training with a regional is no walk in the park either...
26 Juventus : I second that. I had a friend who was doing IOE at a regional. He said it was the scariest f******* thing he'll ever done. "Hazard pay"
27 Contrails : I'm not a pilot, but I am a frequent flier, and this causes me great concern. If you argue that as long as the Captain is experienced everything will
28 Juventus : I was looking at Piedmont's hiring mins. 300tt, 40 ME. I hope they don't run into a guy who is not honest, and who lies about his/her multi-engine exp
29 SNCntry32 : Because they would be hiring the average a.netter.. Or the average 13-15 year old who claims to be a pilot. We do, but nothing is going to change. Li
30 CBPhoto : That is the most ridiculous comment I have ever read when it comes to pilots. Perhaps you need to do a little research before you make stupid comment
31 Post contains links Gatehold : Here's another good article on the topic of pilot hiring, both in the US and globally, and possible impact on safety. Check out the guy who was hired
32 Silentbob : Piedmont's training department brags about how many people wash out of their training. Couple that with the fact that their "newest" captains have ab
33 Futurecaptain : Well, the way it is today alot of CFI's are in their 20's, just building hours training up the future pilots in their teens and twenties. I don't thi
34 DashTrash : When I went through Piedmont training they were bragging about their washout rate being very low. 1 in 20 was the number I heard. That washout rate h
35 Flyby519 : What bothers me the most about hiring ridiculously low time pilots is that the airlines have set minimums in the past for flight hours, experience, et
36 Pilotboi : This goes for all the people who replied to me: Why do you guys have to be so cold sometimes? I mean come on, can't we all be nice to each other? I h
37 SupraZachAir : You've nailed the problem right on the head. In todays environment where travelers expect rock-bottom fares, its easier for airlines to drop minimums
38 727forever : This statement is true, however training has changed since then. The specific training at airlines was more thorough as far as expectation goes 40 ye
39 Alias1024 : It does concern me to be hiring pilots with so little experience. This could actually be your crew on your next flight with some regionals. Captain: 1
40 Post contains images Jhooper : Or, for those of us used to steam gauges, the transition to the modern gizmos proves to be one of the most challenging areas of training. Even if all
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