ASA grapevine..

[jjlaw1]

Correction! Had one of the best. After mang gets through gutting it, it will only be a shadow of its fprmer self! As for those boys in the glass house @ 100 Hartsfield, they either don't have a clue what is like to fly the line or have just forgot what it is like. Lets be realistic about this, to mang it is a numbers game. The better they can make us look, the better their job security. I don't think they give a rats ASSA about anything else.

 

[atrdriver]

The 200 on final and on speed will be around 2.5 degrees below the horizon and the 700, same conditions, is usually right on the horizon.

Well, I haven't flown in about 20 days, but I think it is a little more than 2.5 degrees ND on the 200. All you have to do to see the difference is look at one of each on final. Also, do you REALLY want to be responsible for all the limitations (all from memory) that we have to know for BOTH types? If they trained and cheched differently then it wouldn't be that bad, but to know both, all from memory, would be a serious PITA.

 

[flylowman]

I don't see the problem of flying both, but not at the same pay scale. It is an airplane, and we are pilots. I personally know a man who flew both F4U's and P-80's in Korea. Now how could that get much different? What is the difference in flying an RJ at work and going home and getting in a Pitts or J-3.

 

[atrdriver]

What is the difference in flying an RJ at work and going home and getting in a Pitts or J-3.

Maybe that every 6 months you don't have to recite 21 pages of limitations
on your J-3 or Pitts.

 

[Smacktard]

Maybe that every 6 months you don't have to recite 21 pages of limitations
on your J-3 or Pitts.

Yeah, sign me up for a huge increase in preparation and study time for check rides etc and give me a pay cut to do it!

 

[Bizjet]

Are you kidding me? It's a ********************_in airplane, you not knowing the difference is apparently the problem.

goahead and pull your know it all head out of your know it all a$$. How much time do you have on both aircraft? We own flying each aircraft with separate lines why should we just give it to management because they now have decided they want it for nothing. When you start carrying two sets of manuals and additional Jepps you will be pissing and moaning about that.

 

[goahead]

goahead and pull your know it all head out of your know it all a$$. How much time do you have on both aircraft? We own flying each aircraft with separate lines why should we just give it to management because they now have decided they want it for nothing. When you start carrying two sets of manuals and additional Jepps you will be pissing and moaning about that.

Roger that; head is out of asz, I have about 1300 on the 70 and 1200 on the 50. Ofcourse pay and training are a given. I'm not saying we should GIVE it to them at all, god no. I'm just saying it's something so simply to give to get something they won't give us now like money or an extra two days a month etc.....

 

[TOOL CRIB]

Some call the WAHHHHHBULANCE!! We have an emergency!

 

[www.]

Certain that the new guys will go to L.A.? I'm positive that I don't want to go to L.A...

If your new you'll go where your told.

 

[CFIT]

Roger that; head is out of asz, I have about 1300 on the 70 and 1200 on the 50. Ofcourse pay and training are a given. I'm not saying we should GIVE it to them at all, god no. I'm just saying it's something so simply to give to get something they won't give us now like money or an extra two days a month etc.....

So before it was un safe to operate both aircraft but now if you get extra pay and rigs it's OK.




OK.......

 

[Speedtape]

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!

 

[Speedtape]

I don't see the problem of flying both, but not at the same pay scale. It is an airplane, and we are pilots. I personally know a man who flew both F4U's and P-80's in Korea. Now how could that get much different? What is the difference in flying an RJ at work and going home and getting in a Pitts or J-3.

Because in a Pitts, you can only kill 1 person, and in a J-3 you can only kill 2--unless someone gets in the way on the ground!

I once knew a pilot who flew the Brazilia and a Pitts, and he was probably the best pilot I have ever flown with! His attitude and opinion seemed similar to yours. One day he climbed into his Pitts, but he never climbed out! Unfortunately, although he was an excellent pilot, he was a bold pilot and we all know that little "Diddy!"

What ever you fly, fly safe! He left a wife and children behind.

 

[www.]

Because in a Pitts, you can only kill 1 person, and in a J-3 you can only kill 2--unless someone gets in the way on the ground!

I once knew a pilot who flew the Brazilia and a Pitts, and he was probably the best pilot I have ever flown with! His attitude and opinion seemed similar to yours. One day he climbed into his Pitts, but he never climbed out! Unfortunately, although he was an excellent pilot, he was a bold pilot and we all know that little "Diddy!"

What ever you fly, fly safe! He left a wife and children behind.

Are we speaking about Kenny?

 

[ASApuppy]

Another important point about comparing Boeing and CRJ dual quals. The Boeings were designed side by side at the same time. They were flight tested back to back. The CRJ 700 was not even a thought on the engineers minds when they designed the first CRJ. Big difference.

 

[BIGGOAT]

I flew the 700 for a year and have been on the 200 for several years. To be dual qualified would NOT be dangerous in any way! If Mesa and Skywest pilots can do it, then so can we. I used to fly PIC in King Air 90's and SIC in Citations and Diamond/Beechjets and I never had a problem. Alot of corporate pilots fly multiple type aircraft safely. As for pay, that is another issue. We could be dual qualified at ASA and still have seperate pay rates.
My personal opinion, though, leave it alone because the schedules on the 200 are much better. It's all about me.

Regards,
Goat