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Senate hearing re Regional airlines

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suupah

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ATW Daily News

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Colgan rebuts overscheduling allegations; Senate plans June hearings

Friday May 15, 2009 var era_rc = { ERADomain: 'atwonline.firstlightera.com' };
Colgan Air attempted to push back against allegations that the pilots of the Q400 that crashed Feb. 12 near Buffalo did not get adequate rest prior to the flight because of possible overscheduling, and the US Senate announced it will hold hearings next month to examine "stunning" issues raised by National Transportation Safety Board hearings on the accident.
At the hearings this week, it was revealed that First Officer Rebecca Shaw had been up for nearly 36 hr. prior to taking the right seat of the doomed aircraft after commuting all night from her home in Seattle, while Capt. Marvin Renslow had commuted to Newark from Tampa on Feb. 9 to begin a two-day trip on Feb. 10 (ATWOnline, May 14). According to NTSB, neither Shaw nor Renslow had accommodations other than the crew room at EWR.
"We want to emphasize that if there was a fatigue issue with [the pilots], it was not due to their work schedule," Colgan said in a statement issued yesterday. "Colgan's flight crew schedule provided rest periods for each of them that were far in excess of FAA requirements."
Renslow was off duty for 22 consecutive hours before the flight and Shaw had been off for three days. "The way they manage their rest time is their own business," Colgan VP-Flight Operations Harry Mitchel told board members. "We hire professionals. They should show up fresh and ready to fly that aircraft."
Sen. Byron Dorgan (D-N.D.), chairman of the Senate aviation operations, safety and security subcommittee, said his panel will hold hearings next month on "gaps in the existing airline safety system." He added, "The disclosures [relating to the Colgan crash] about crew rest, compensation, training and many other issues demonstrate the urgent need for Congress and the FAA to take actions to make certain the same standards exist for

both commuter airlines and the major carriers."
 
...the urgent need for Congress and the FAA to take actions to make certain the same standards exist for both commuter airlines and the major carriers.
What regulatory standards exist for majors that do not exist for the regionals?
 
...the urgent need for Congress and the FAA to take actions to make certain the same standards exist for both commuter airlines and the major carriers.
What regulatory standards exist for majors that do not exist for the regionals?

the difference isn't regulatory, but something is different. For the last 3 airliners that crashed resulting in fatalities, 2 things were true:
1) they were Regional airlines (Pinnacle, Comair and now Colgan)
2) there was no reason for the crash but simple pilot incompetence taking the plane out of its performance envelope.

I will be very surprised if the end result isn't some new regulations regarding Regional Airlines pilot recruiting and training.
 
...the urgent need for Congress and the FAA to take actions to make certain the same standards exist for both commuter airlines and the major carriers.
What regulatory standards exist for majors that do not exist for the regionals?


There are many different contractual standards at the majors that don't exist at the regionals. There are no regulatory standards that are different. It is way too much to hope for that congress will update the regulatory standards to close the duty time gap that exists between the regs and the major airline contracts.
 
So give me a proposed regulation that would fix this....

Require an ATP for both PIC and SIC in a transport catagory aircraft. That will push the payscale up too. I doubt it will happen, but it will solve a couple of issues, and it is certainly a reasonable requirement.
 
Require an ATP for both PIC and SIC in a transport catagory aircraft. That will push the payscale up too. I doubt it will happen, but it will solve a couple of issues, and it is certainly a reasonable requirement.

How would that fix anything? Instead of instructing 200-300 hours before getting the regional job, the applicant would just instruct a couple years more to get 1500, then take the checkride. A instructor busting his balls could probably do it in a year.

That applicant still hasn't seen high performance aircraft, icing, class B airport ops, or anything that would be helpful to his future career. But he has an ATP, so that must make him competent.
 
Require an ATP for both PIC and SIC in a transport catagory aircraft. That will push the payscale up too. I doubt it will happen, but it will solve a couple of issues, and it is certainly a reasonable requirement.

While I don't think its necessarily a bad thing to propose all airline pilots have an ATP...having "Airline Transport Pilot" on your certificate won't prevent a crew from performing a Stupid Pilot Trick and mishandling an aircraft like what happened in this case, nor will it necessarily mean new airline pilots are any more experienced (especially if part 135 minimums remain at 1200 hours).
 
I like the ATP idea. It's a tough line to draw. You have this situation, and you have situations like the two old and "experienced" dudes driving the corporate jet into the ground approaching Houston a couple of years ago. Mistakes will NEVER be taken out of the cockpit regardless of age or experience.
 
Requiring an ATP will keep the < 1500 hour pilots out of the cockpit. Not every ATP is a competent pilot, but raising the bar to 1500 hours is reasonable and needs to be done.

How much experience can a 250 hour pilot have anyway? Do you guys actually think raising the bar to 1500 is a bad thing? I would love to hear your logic on that one.
 

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