Speedtape
Well-known member
- Joined
- Oct 10, 2004
- Posts
- 1,973
Having flown both the 200/700 at ASA and the 3/5/7 at SWA there is not a safety problem but a line in the sand problem. Once the MEC decided it was not safe, when can they back down from that statement? Once they established the different payscales when can they go backwards to one rate. The problem is not in the operation of the aircraft, most pilots are capable, the problem is the line drawn in the sand. Who redraws it first at ASA, and a what costs do they go before it is too late for the good of the membership?
ASA MEC and membership has dug in on an issue that no one else has in the industry, is it smart? We will see, is it still in the best interest of the membership? No
Actually, when the 700 first came to ASA, Nelson and Drew both told me that the FAA requested that ASA not have all pilots fly both the 200 and 700. Apparently, during certification of the 700, initially, the differences greatly exceeded the number required to have same type certification. Then they went back and made a successful attempt to change enough things to barely get under the required limit. That is the reason for some of the combined checklist that seemed convoluted, like flaps/slats failure.
I have flown both aircraft also. There would be a safety issue--but to what degree? There is a distinct difference in landing attitude and approach which would definitely present issues in doing Cat II approaches. There are obviously system differences and different levels of automation with those systems. Can it be done safely? I think the argument should also include human factor considerations regarding worse case scenarios. Consider the long duty periods and worse case weather conditions coupled with fatigue. That is where the rubber meets the road. Could some pilots fly both safely all the time? Maybe. Could all pilots fly both safely all the time? Probably not! The argument has to consider the lowest common denominator in the worst conditions.
A previous poster mentioned the 757/767 dual qual. From talking with a mainline pilot who flies both, he stated that Boeing went to great lengths to address all matters in design from a human factors perspective. He claims that there are very few differences at all in the operational characteristics from the human factors perspective. Apparently, Boeing did it right! However, keep in mind, this dual qual only applies to one version of the 767.
Comair operates the 700 and 200 separately probably for the same reasons that ASA does. It has nothing to do with the MEC in my opinion. It has to do with the respective local FAA offices that provide oversight. Had ASA wanted to have pilots fly both because they thought it was safe, they would have done so because it has to save them big bucks!