Air Wisconsin minimums lowered?

[freightrash]

minimum minimum minimum....

Does it matter??
Minimums are for friends to get in.
If you don't do team-play(??), you won't get any response other than automated reply.

 

[Rottweiller]

In the latest new hire class at AWAC the low time dude had an amazing 335 hrs. Good luck to the captains who will be babysitting/flight instructing for four days.

Already had the pleasure of flying with 2 of these "wonder pilots" and, holy$hit it's like flying a single crew jet! One on approach in almost minimums was so far behind I think they were at the LOM when we landed.

Should have another pay scale (read Danger Money) for this stuff, although growth of a 3rd eye on the right side of my head is helping.

 

[Twotter76]

Here is my take on it

I have never before entered the discussion on this type of program simply because there are plently of other people out there that share my opinion about why anyone with less than 1500 hours has exactly no business anywhere near the cockpit of an RJ but there is one point I want to bring up here that hasn't yet been mentioned within the confines of this thread. It is VERY important that we all understand exactly what our key function as pilots is - we protect the lives of the passengers when things do not go right. Its really just that simple dont you think? I think we can all agree that just about anyone can be taught to fly an RJ when everything is going right and the weather is fine regardless of what their experience level happens to be. While there are certainly aspects to it that can be challenging by and large there is enough automation to make the process very straightforward. How many of you out there really believe that your average 500 hour pilot has enough skills to make a safe landing going in to LGA at night in winter in moderate turbulence and icing with an incapcitated captain in a 35 knot crosswind single engine?

I believe it was Ernest Gann who said that "In this game we play for keeps". And that is really the essence of my objection to the situation. Under normal circumstances the captain is always there to grab the airplane at the last minute when the FO (or vice versa) messes up somehow but what happens when that safeguard is removed? I dont mean to come across as a condesending as$, I certainly dont claim to be the best pilot out there (or even an above average one), but we all know what happens when we screw up - people get hurt. If we screw up badly enough people die. Lets dwell on that for just a minute. We as a direct result of our actions control the lives of our passengers and whether or not they continue to the next day. Pilots are the sum of their experiences and this is what we draw on when things dont go well in order to protect the 30-50 or more people in the back. They trust us with their lives and they deserve no more than our absolute best efforts to preserve their safety.

Do new lawyers argue supreme court cases? Do new residents do brain surgery? Does any other profession entrust its newest, most inexperienced pupils the way aviation does? We all argue that we are professionals (I try to be one anyway) and want to be treated (and paid) as such but in any other profession can you buy your way in like you can in aviation? I am fairly sure that spending an extra $100k wont get me my MD any sooner. And even though sometimes I wonder I am pretty sure that I can't buy my way past the bar exam. And if you could how do you suppose that you would be viewed by your peers? Probably not much different from the way that most of us view a 500 hour RJ pilot.

I do not have nearly as much of a problem with someone buying a type rating as I do with someone inexperienced being in direct control of the safety of my loved ones. After all everyones financial position is different and we as a group tend to do whats best for us individually. This is in part what has led to our collective declines in QOL. We are all trying to "live the dream" in one shape or another and many of us are willing to sell ourselves short in order to obtain it at a later date. By perpetuating the mentality of "I'm just doing my time in order to move on" we basically hand management our contracts on a platter and ask them to make any corrections they feel might be in order. I fly for a regional airline just like so many others here and it is not my end goal but I will fight to protect what I have rather than letting it slowly slip away for future gains that may or may not unfold.

Just one more thing I want to respond to before I go - A quick qoute from pipejockey that to me really demonstrates why some people really dont take their jobs and the implied consequences therein seriously enough.

This is the only profession I know of where so many people concern themselves about how someone gets the required experience necessary for a job. Some of you need to get over yourselves.

You want to know why I concern myself with how you got your experience (or lack thereof)? Because some that I care about might be riding with you at some point.

OK with all this said I wil get off my soapbox and I welcome any intelligent discussion and will cheerfully ignore everything else. Good luck to us all.

Twotter76

 

[norskman2]

It is VERY important that we all understand exactly what our key function as pilots is - we protect the lives of the passengers when things do not go right. Its really just that simple dont you think? I think we can all agree that just about anyone can be taught to fly an RJ when everything is going right and the weather is fine regardless of what their experience level happens to be. While there are certainly aspects to it that can be challenging by and large there is enough automation to make the process very straightforward. How many of you out there really believe that your average 500 hour pilot has enough skills to make a safe landing going in to LGA at night in winter in moderate turbulence and icing with an incapcitated captain in a 35 knot crosswind single engine?

Twotter (and others) raise some excellent points about whether low-time pilots have the skills to safely operate an RJ. However, there is one point that I have not heard mentioned. Low-time hires are not strictly a result of bridge programs. Let's not forget that in the great hiring frenzy of 1998-2001, most regionals were gladly scooping up as many 1000/100 pilots as they could get their hands on. And many, like Skyway, Lakes, Commutair, and even Coex and others were hiring people closer to 500/50 and that's without having gone through any sort of a bridge/CRM/procedures training. There are a lot of pilots on this board who were hired back then with the same "low qualifications" as the people from bridge programs who are currently being bashed on this board.

Back in 2000, I didn't hear too many people on this board complaining that low-time pilots were potentially dangerous. Why? Because all the pilots were too busy dancing with glee because they got to become regional pilots.

Hiring low-time pilots may present legitimate safety concerns. But if that's the case, there's THOUSANDS of regional pilots, many on this board, who should be raising their hand because they were once in that category too.

 

[labbats]

It's going to take a fatal crash with an incapacitated captain and a inexperienced FO all over the news to right the situation. Until then, the public outcry is geared towards dollars spent rather than safety.

 

[embdrvr]

I don't worry that much about low time pilots if the training department is doing its job. Part of their job is weeding out the ones that aren't ready. What I don't like about hiring low time pilots is that many of them are young and willing to vote yes on any pay package with a "growth carrot" attached. In a perfect world all we'd have as newhires is guys that are married and raising a family. Low time kids that are willing to live in their vans are not helping those of us that are trying to make a living. I hope to be at a major before the year's out but I treat this job as if I'll spend the next 17 years at the company.

 

[Ace757]

Why is a 1200 hr CFI who does Touch and Go's all day in a 172 any more qualified to handle an emergency in an RJ than a 500hr pilot with an RJ type. If we are going to have the argument about how low time guys are not safe, than we should also say that maybe regionals shouldn't interview ANYONE who does not have turbine experience. Nothing against CFI's, you guys are hard workers, but how much better of a Jet pilot will you be flying 700 more hours worth of bounce and go's. Does that automatically give you the descision making ability to handle a Jet. You guys that are already at the airlines know as well as I do that their is nothing you can do to prepare for learning how to fly a jet. It is an entirely different animal. Everything you learned in the past goes right out the window. Every new FO is behind the airplane at first. You can't expect somone who has 500 to 1200 hrs in a 172 or even 2000hrs to be able to keep up on a JET their first couple of weeks. It is all new to them, like it was new to u when u started. Everyone who comes from a piston background start on the same page when it comes to training. I wouldn't say a 1200hr guy has any more of an advantage in training than a 500 hr guy. ITS COMPLETLY DIFFERENT. Im not saying that I would ever do a program like this, but I just wanted to point out that their is more than just one side to this argument. Just my .02 Cents.

 

[Speedtree]

I guess that's why so many AWAC pilots are opposed to this program. I don't think we have hired any CFI's (at least not in the last few years) and our minimums used to be 1500 x 500 which virtually guaranteed that everyone came from a 121/135 backround. I was hired from a part 91 job and had 800 hours of turbine PIC and I felt lucky to be there. I have only met 1 or 2 guys who have been hired from a part 91 job. I haven't met any of the low-timers nor have I flown with them but when you get used to the quality of pilots we have maintained in the past it makes you wonder and speculate about any new low-timers. Hopefully nothing bad will happen as a result of this change in policy. Hopefully. I wish these new guys the best and don't fault them for anything they have done. Most of us would do the exact same thing were we in their shoes. I think the company is making a mistake.

 

[Ace757]

AWAC isnt the only airline that does this

 

[labbats]

Why is a 1200 hr CFI who does Touch and Go's all day in a 172 any more qualified to handle an emergency in an RJ than a 500hr pilot with an RJ type.

I see your point, but most CFIs who go to 1000+ total time get their CFII and MEI. Those are very important. You also grow a lot as a pilot from 500 to 1000 hours.

 

[BankAccount=0$]

Just as an outsider to the whole regional industry, I find it puzzling to see Air Wisconsin lowering their minimums below 1500/500. I've been an instructor for 4 years, and during that time I've seen the mins go up and down for various regionals. When I got out of school CoEx was hiring anybody they could get their hands on,(and a lot of other regionals as well). Then 9/11 hit and the industry hit the dumper, the stakes were quite a bit higher to get a job. I always thought that Air whisky was the top of the heap when it came to regional airlines, they had the highest mins, and therefore were able to get exactly what they wanted in pilot applicants. Perhaps it's the lack of growth in the regional arena that is driving the mins down. If a company knows that their upgrade times are going on 5-6 years plus, maybe they just realize that they are no longer attractive to higher time pilots who are looking to upgrade and subsequently move on to greener pastures.

I'd like to think that the knowledge gained by teaching, and flying an old rust bucket twin for four years will come in handy when I get my "big" break at an airline, but that remains to be seen. If a particular airline decides to roll the dice on a bridge type of program then that's their choice. From the AWAC captains that I've met, I'd have to say that the low time guys being hired have a great resource to learn from. It's obvious that anybody can learn to be a FO on a jet, but the same isn't true when it comes to being a captain. Nobody was there to help me when an engine quit on take off in the twin I was flying, and nobody was there when everything went dark flying along in the middle of the night. If all you have to fall back on as far as experience as a pilot is what you were taught in a sim, then you might be lacking in the ability to make a PIC decision when it really counts. The flip side to that is that if you're low time, but trained in the RJ that you are flying and if you use your time as an FO to really learn from your captains and apply those lessons learned for when you upgrade, then perhaps being hired at a low total time would be offset by the experience gained.
In the meantime I'll just cross my fingers that AWAC might give me the chance to interview, and hopefully be able to be a part of a great company.

Good luck to all of you,
TJ

 

[lurker]

From what I understand, Air Willy hired a lot of high time furloughees after 9-11. Once the Frontiers and Air Trans and ATAs and such started hiring again, it was the high time people that were first to leave, especially with the lower morale in the past couple years.

From what I have heard, they're hiring more low time folks to slow the attrition, thus the lowered minimums.

I know of one guy (not a furloughee, but had fairly high time) that was hired at Air Willy, got through sim 6, and then gave notice after ATA offered him a class.

I would guess this is good news for lower time folks.

 

[pipejockey]

I have never before entered the discussion on this type of program simply because there are plently of other people out there that share my opinion about why anyone with less than 1500 hours has exactly no business anywhere near the cockpit of an RJ

Why must you see everything in black and white? So the 3000 hour pilot is more competent than the 2500, the 2000 hour more competent than the 1500, and so on and so on.
You figure one has 300 hours before beginning to flight instruct. So assuming one flight instructs 1000 hours in a 172, 200 hours in a seminole, this person is now OK to get the near the cockpit of an RJ? But someone with 650 Multi, 300 turbine with part 135 experience but only 750 total is not competent to be an RJ pilot? This is why I say some people need to "get over themselves" as you made a point to insult me for saying.

Just one more thing I want to respond to before I go - A quick qoute from pipejockey that to me really demonstrates why some people really dont take their jobs and the implied consequences therein seriously enough.

Quote:
This is the only profession I know of where so many people concern themselves about how someone gets the required experience necessary for a job. Some of you need to get over yourselves.
OK with all this said I wil get off my soapbox and I welcome any intelligent discussion and will cheerfully ignore everything else. Good luck to us all.

Twotter,
Im sorry to hear you find my discussion unintelligent. I think I'll live. You took a quote from me and completely took it out of context and you know it!

How many of you out there really believe that your average 500 hour pilot has enough skills to make a safe landing going in to LGA at night in winter in moderate turbulence and icing with an incapcitated captain in a 35 knot crosswind single engine?

The above quote by twotter followed, interestingly enough, by this:

You want to know why I concern myself with how you got your experience (or lack thereof)? Because some that I care about might be riding with you at some point.

I think it is apparent from the last 2 quotes that the fear you have for the safety of those you care about is not when they will be flying with me, but with you!!! Someone who apparently will exceed not only the aircraft manufacturer's limitations but also the limitations of the airline. That is why we have a 27 knot crosswind limitation on a dry runway, 24 wet, and 15 on ice or snow covered. And you will land at LGA during these conditions, single engine, and with an incapacitated Captain to boot when EWR, and JFK are close by?? And you worry about MY judgement!

 

[J32driver]

I think it is apparent from the last 2 quotes that the fear you have for the safety of those you care about is not when they will be flying with me, but with you!!! Someone who apparently will exceed not only the aircraft manufacturer's limitations but also the limitations of the airline. That is why we have a 27 knot crosswind limitation on a dry runway, 24 wet, and 15 on ice or snow covered. And you will land at LGA during these conditions, single engine, and with an incapacitated Captain to boot when EWR, and JFK are close by?? And you worry about MY judgement!

That is a PATHETIC argument and...YOU KNOW IT.

This all boils down to experience. An instructor sees more unusual situations than a guy who buys 200 hours of multi time and flys point to point just to build time. The person that bought the time is not building alot of "experience", just time.

 

[Propsync]

Not to bash this post at all, but it still comes down to the person. Unfortunately, all you low time hires are lumped together. I got hired at 1300/100. I was a smash and dash MEI. The difference was I WANTED it. Most of the new generation of low timers think it's owed to them. That's the diffeerence, if someone cares enough to want it. I just posted a reply for some guy who just got hired at PDT worried about bases, like there are more chicks at one place or another. Please, at 500 hrs. I was trying to be a better pilot, and to be a better instructor. Not where my base will be.

As far as Air Whisky is concerned, I'm not suprised mins. have lowered. Long upgrade, feed to in trouble, high costs to use as MESUCK and SHATAQUA are lower bidders. Could be worse with abinitio PFT'ers!

 

[pipejockey]

J32,
I'm just irritated that someone took a quote of mine and took it out of context to make me seem as if I don't take my job seriously. Nothing could be farther from the truth. I strictly adhere to company policy and always play it safe when lives are in the balance.

Propsync,
I agree about all the lowtimers being lumped together. It's unfortunate. I also agree about those who feel they are OWED an airline pilot job. Unfortunately it is impossible for HR to weed all these candidates out.

I truly feel priviledged to be where I am and I'm excited at the oppurtunity that has been offered to me. So when I hear many of the comments posted here it's a bit discouraging. I think what I need to do is stay off these boards, they are to depressing. Case in point is the "screw this industry" thread.

 

[Twotter76]

I am not going to be drawn into a name calling match with pipejockey however I would like to address some of his (and others) comments on previous posts.

Firstly, to Ace757's query on why a 1200 hour CFI is more qualified than a 500 RJ wonder-pilot it again boils down to experience. Someone who has spent some time in the right seat teaching more than likely has been presented with situations where they are forced to exercise their judgement in order to ensure a safe outcome. Setting aside for the moment that the CFI in the situation you present has 2.5 times the amount of flight hours as the RJ typed guy - for those of us who taught we all know that the primary goal of the student is to try and kill you off and (or) get you violated. To that end you exercise your good judgement to prevent either of these things from happening. You also get the benefit of watching common pilot errors and from that learning how to prevent them. By teaching someone the fundamentals of flying you learn to better hone your own skills in the process. Someone who got their ratings then bought a block of time to build hours does not see any of that - all they get to see is whatever situations happen to present themselves while they are flying, which the odds say will be very few and far between. J32driver makes an excellent point when he said that there is a large difference between building experience and building time.

And as to learning the equipment I agree that when transitioning from a piston to a jet it is whole different universe but where I disagree is that in saying the CFI and low time pilot are both back to first base. The CFI has a huge advantage over the 500 hour pilot in the he has been continously immersed in the learning environment the whole time whereas the 500 hour pilot was simply out tooling around. I would argue that most CFI's have a better understanding of the learning process and can more quickly adapt to the new challenges presented by flying a jet.

pipejockey,
In my experience there is no such thing as black and white only many many shades of gray. There is not (nor will there ever be) a hard number where someone is qualified to serve as a flight crewmember on a high performance jet. Some people can do an excellent job of adapting to the needs of a new environment even with low time and others with thousands of hours cant fly worth a d@mn. However as a generalization I feel it is fair to say that those with more experience will do a better job of it than someone with less experience. As I am sure you know the actual ability to fly the airplane well is only a small part of my job. I have to be able to think well ahead of my 500 knot airplane and know what I can and cannot do within the confines outlined for me in the FARs and my FOM/FCM. I believe that this is the area where low timers get themselves in trouble not so such much the actual flying of the aircraft.

I never said that competency is determined by the number of hours that a pilot possesses - we all know its not. That is something that is totally determined by the individual and their ability to operate in a given environment. I have flown with incompetent 4000 hour pilots and extremely competent 2000 hour ones. I would still be leery of your 750 hour pilot in the RJ cockpit. While he or she certainly has some good experience flying a Kingair is not the same as flying an RJ. While the RJ is not a difficult airplane to fly by any means she is extremely unforgiving, as are the environments that we operate in. Add to that the stresses of dealing with flight attendents, gate agents, angry passengers, and then going into O'Hare or Hartsfield and think it gets to be a bit much for any low timer. Certainly there are individuals that can excel under these circumstances but I am speaking in broad terms here.

As to your whole last paragraph I am not going to respond to what you said other than two say two things:

I did not mean to attack you personally and if you read it as such then I apologize. However I stand by my interpretation of your comments earlier on this thread and I dont think I took anything out of context. Do not kid yourself, this is a very serious business that we are involved in - millions of dollars worth of equipment are entrusted to us, to say nothing of the human lives that we also safeguard. I think many of us forget about this from time to time (myself included) when things are going well (as they usually do) and I am only trying to bring this to the forefront. In what other industry are the keys to a $20 million piece of equipment tossed to a pair of 20-somethings without direct supervision?

In an emergency (which is definitely what I described) I am d@mn well going to do whatever the hel| I need to in order to ensure as safe an outcome as possible up to and including breaking every limitation on the airplane and every reg in the books if I think it will help. I am confident that I can handle any situation that presents itself - by myself if I have to. I believe that most of us feel the same way.

Norskman2 also made a good point that there are many of us here that would fall into what we will call the "high risk" category. This is very true, I know because I was one. I got hired at my first 121 carrier (i've worked for three) with only 600 hours and I was one of the high time guys in my class - most had only 250-300 hours. I had no CRM training to that point and was not a product of an airline oriented flight academy. I certainly didnt think I was high risk at the time but when I look back now I realize that I didnt know nearly as much as I thought I did. But then isnt that always the case? I learn something new every day I go to work. I will say that flying a Twin Otter to smaller airports at 600 hours is not the same as flying an RJ into JFK with an equivilant amount of time.

I am not so naive as to think that AWAC will change their hiring practices - it makes financial sense to hire lower time pilots that will stay with the company longer and we did indeed have a problem with higher time pilots getting a few hundred hours and then leaving for greener pastures and this is one way to prevent that from happening. I just hope that nothing gets bent as a result of it. And if by discussing it we can learn to better adapt to the new realities of the situation then so much the better. Thanks to all for keeping this an interesting read.

Twotter76

 

[pipejockey]

I respect your feelings Twotter. Lets call a truce. Although I dont think we were at war, just a disagreement. I just want to be treated with the respect and courtesy that I will show my Captains and any other fellow pilot. I don't want my background to be an issue. Let my performance dictate my treatment. I just seek to be an asset in the cockpit and to conduct myself professionally. I hope one day you we will have a chance to fly together, as you do sound like a professional.

 

[bafanguy]

I usually avoid threads on empassioned subjects without clear right/wrong answers. But this one began about one company's lowering of hiring mins and evolved into an interesting aspect of the subject so I'll take a shot at it. I hope the system will let me get it all in one post. Disclaimer: I'm not so bold as to say MY opinion is the last word but maybe just from another perspective.

Previous posters have made thoughtful, sometimes passionate statements of their position regarding 500/50 hours pilots entering the airline world. There is some validity to much of what I've read.

However, most posts appear to be from the 5000 and under pilots with a few of undetermined totals. You aren't interested in my bio but allow me a quick rundown to establish where I'm coming from. I spent 30 years with a major but did all of it in narrowbodies in short-medium haul in the eastern US as that's what I enjoyed. It amounts to "regional" work in bigger acft at a bigger airline...all the LGA, DCA, PHL, EWR plus the crummy excuses for airports in many other cities. Perhaps, I can look back with a functional grasp of what it takes to do this work and offer an opinion.

Assuming we're talking about candidates with the native ability, good attitude/motivation to meet the challenges, solid basic flight training with req'd ratings, a training dept dedicated to educating/supporting pilots, a corps of captains willing to pass on their knowledge, and an airline culture driven by safety, there is no reason why 500/50 pilots should be excluded from hiring.

The doctor analogy has been made and it's a good one. When you're rushed to the ER after a car accident, the last thing you want to see is last month's med school grad preparing to treat you without supervision. But, while this grad may work on you, he will be INTENSELY SUPERVISED, and allowed to conduct only those procedures for which he's competent. This is OK because he will meet the medical versions of the pilot attributes in the previous paragraph. If the going gets tricky, the attending doc will step in and take over. What better, all-around safer route to experience, knowledge and independent professional functioning than working under close scrutiny and experienced guidance ? This gives access to a variety and depth of knowledge unavailable to a person left to his own devices. Or, at least makes acquiring it easier and more comprehensive in scope. At a future point, this young doc will be better prepared to make decisions and accept the consequences in his own practise.

The 500/50 pilot fits this analogy to a tee. Now, of course, it's hard to argue AGAINST experienced people; I'm not doing that. I'm making a case FOR less-experience, but properly educated, motivated, and supervised people. They can make a valuable professional contribution in the right circumstances and should not be excluded from hiring consideration. The military, so highly regarded in aviation circles, is a great example.

The military takes properly-screened people who don't know the pointy end goes in the front, gives them a few hundred hours in a great program, then puts them in some very large, sophisticated acft in demanding environments. How do these low-time people do ? Very well, because they work under close oversight of experienced pilots in an environment that educates and supports them while they learn, gain experience, and make a valuable contribution to the goals of the outfit. It's worked rather well for a long time. There are other examples of ab-initio cadet programs from foreign carriers in Asia and Europe. Lufthansa has done it this way as long as I can remember. I'm not aware these carriers are making smoking holes in schoolyards.

Aviation outfits will have accidents involving pilots of ALL EXPERIENCE LEVELS but it's not guaranteed that having one less-experienced pilot on the crew makes for more accidents. I'm not a student of accident causes/stats but I've flown with lower-time pilots...and BEEN one. I don't see the threat to safety. One poster has a "what if" scenario about eng out, LGA, snow, 35kt Xwind, capt dead, low-time copilot. All I can say is that a meteor may hit earth before I finish this post and we'll all be killed, but it's not likely. The same can be said for his scenario.

Flying is a continuous learning process and everyone get his experience one hour at a time in a variety of ways. I say it's OK for a low-time pilot to work in an airline environment where there is close supervision, continuing education and support, willing knowledge transfer from the captains, and a tightly-controlled environment all the way around.

Now, I wrote this BEFORE happy hour and it's the best I'm capable of...so be kind !!!

 

[crashpad]

ATPCLIFF is so right! You have to think outside the box and for gods sake, don't listen to the experts.
Although, in ZW's case I've been hearing more talk on the 'San-Wisonsin' training school becoming a permanent fixture.

 

[norskman2]

bafanguy,

as always, your words are measured, thoughtful and insightful. we all benefit from your years of experience -- you are a valuable asset to this discussion and the board.

 

[bafanguy]

Norksman2, Thanks <...insert blushing here...>

 

[crash312]

It is not so much a matter of time or whether or not they flight instructed, towed banners, or what not. I've flown with 300 hour first officers and believe it or not the overwhelming majority of them are above average pilots. Experience in the real world (i.e. dodging tstorms) may be lacking a bit, but not anymore than a 1500 hour flight instructor in a 172 or Seminole. I trust in the intructors and check airman not to let anybody through the process that is incapable no matter what their logbook says.

The bigger issue is how one views the industry as a whole and what they feel their part in the big picture is. The AWAC program is a backdoor PFT program whatever way you look at it. Granted the numbers are small, for now, but will increase as the company figures out how many people are naive enough to do this. I say naive (not stupid) because if I had the money (I didn't) to do it and someone told me it would get me a job at a regional airline I probably would. What we as airline profession need to do is show these prospective PFT'ers is the error in their ways before they plunk down $18,000. Just imagine every airline doing this. Do you want to pay $18,000 for the "chance" at your next job? The first few who got through this program with AWAC/CAE will end up being a pilot like anyother at AWAC because they slipped in at the beginning under the radar so to speak. They will, however, be messengers to the their buddies back in Florida. They will tell their friends they are not welcome by the AWAC pilot group plain and simple. For those who don't heed the advice your career (most likely a long one) at AWAC will be a miserable one. If and when you do leave the PFT title will follow you as this is a very small industry. The pilot group here understands the seriousness of this slippery slope that mgt is embarking on and we will do whatever it takes to close this back door. You can argue forever on this board whether it is fair or not but bottom line is PFT pilots are not welcome here.

 

[beech1900kid]

I truly feel priviledged to be where I am and I'm excited at the oppurtunity that has been offered to me. So when I hear many of the comments posted here it's a bit discouraging. I think what I need to do is stay off these boards, they are to depressing. Case in point is the "screw this industry" thread.

Lets get this much straight. You weren't offered a G0D D&NM thing. You bought what you have. And now, funny enough, you are pissed that people won't shake your hand because you can peck buttoms on an FCP like a good little monkey.

 

[beech1900kid]

Forgot to add that I don't want to read any useless chatter that you PFT's are going to inevitably reply with. Suck it up. You cut the line and don't be surprised when you get ejected from the park for unruly behavior and/or being a jacka$$.

 

[pipejockey]

Lets get this much straight. You weren't offered a G0D D&NM thing. You bought what you have. And now, funny enough, you are pissed that people won't shake your hand because you can peck buttoms on an FCP like a good little monkey.

You are truly one big time loser 1900punka**!! In this thread I have defended the so called "lowtime" pilots that many of you have a problem with. I have asserted that people should be judged on their competence and dedication in getting where they are. Not condemned for HOW they got where they did. And I did not PFT. Not one dollar went from my pocket to an airlines pocket. As I've said before I oppose PFT but I'm not going to treat PFTers like the scum of the earth because they did what they felt they needed to.
I did however not take the traditional path to an airline job, I originally decided to enter a bridge type program that hired us at 400 hours at Eagle and ASA prior to 9/11. I know for a fact that not one pilot from my flight school out of over 100 hired, washed out of training. Not the same can be said for the street hire. I was hired with over 600 multi and over 300 turbine and have 135 experience as well. I don't think I "cut" any line.
I never said I was pissed no one will shake my hand because thats not the case. And don't presume to tell me what I was or wasn't offered. Thankfully I'm not at the airline whose reputation you sully with the hate you spew on this message board. I wouldn't want to be anywhere near an airline that hires people like you. It's amazing how lowlifes like you can get through ANY interview let alone one for a pilot position.

 

[labbats]

It is not so much a matter of time or whether or not they flight instructed, towed banners, or what not. I've flown with 300 hour first officers and believe it or not the overwhelming majority of them are above average pilots. Experience in the real world (i.e. dodging tstorms) may be lacking a bit, but not anymore than a 1500 hour flight instructor in a 172 or Seminole. I trust in the intructors and check airman not to let anybody through the process that is incapable no matter what their logbook says.

The bigger issue is how one views the industry as a whole and what they feel their part in the big picture is. The AWAC program is a backdoor PFT program whatever way you look at it. Granted the numbers are small, for now, but will increase as the company figures out how many people are naive enough to do this. I say naive (not stupid) because if I had the money (I didn't) to do it and someone told me it would get me a job at a regional airline I probably would. What we as airline profession need to do is show these prospective PFT'ers is the error in their ways before they plunk down $18,000. Just imagine every airline doing this. Do you want to pay $18,000 for the "chance" at your next job? The first few who got through this program with AWAC/CAE will end up being a pilot like anyother at AWAC because they slipped in at the beginning under the radar so to speak. They will, however, be messengers to the their buddies back in Florida. They will tell their friends they are not welcome by the AWAC pilot group plain and simple. For those who don't heed the advice your career (most likely a long one) at AWAC will be a miserable one. If and when you do leave the PFT title will follow you as this is a very small industry. The pilot group here understands the seriousness of this slippery slope that mgt is embarking on and we will do whatever it takes to close this back door. You can argue forever on this board whether it is fair or not but bottom line is PFT pilots are not welcome here.

well said

 

[WhiteCloud]

As of today AWAC is still hiring pilots with significant experience. The main drawback to selecting AWAC as an employer is the very long estimate of upgrade to Captain which the company is estimating at 8-9 years. That's what the company is saying to new hire candidates anyway. How many pilots with significant flight time will accept that long to upgrade? Not many. Unless something changes, most of the FO list will be a revolving door.