B6 Application window open February 11th for 7 days only

[ASA_Aviator]

Nah, they were doomed regardless of flap setting. The flaps didn't help, but pulling back during a stall is what caused the crash.

 

[Splert]

If you say so.

http://www.youtube.com/watch?v=lxywEE1kK6I

 

[Smarta$$]

If you say so.

http://www.youtube.com/watch?v=lxywEE1kK6I

What is your exact inferrence?

 

[UpNDownGuy]

Just for more info for those interested.

40 Interviews were done yesterday. Of the 40 the lowest time guy had 8500 hours. Highest time guy had 19,000 hours. Every person that interviewed had turbine PIC time. Not sure if it was over 1000 hours of PIC turbine or not. Quite a few ex. Comair guys in the interview room. Good luck to all.

I know this goes against the JB bashers theories that say we are just hiring low time guys with SJS, but these were the numbers yesterday. So to all of you JB captains it looks like you will have some pretty good experience in your right seat for a while longer to come.

For those of you wondering what is competitive. Well here it is, as of yesterday.

If this is a trend, it's very good news indeed. This is certainly NOT our usual hire. As a JB CA, I hope they place more emphasis on experience/qualifications than on how eager someone is to vote against ALPA.

 

[MikeSF340]

How exactly would the hiring board know if I was going to vote for or against ALPA? I was hired a little over a year ago and I don't remember being asked. Me and most of the guys in my new hire class were pro ALPA. Also, most of us had plenty of TPIC and TT. This rumor that JetBlue is looking for low time pilots is stupid. When CAL, NWA, and DAL were hiring in 08 they had NO TPIC REQUIRMENT!! In fact, to get hired at JB you needed an ATP. Yes, we have that dumb Cape Air flow through, but that is more of someone's pet project than a viable way to staff JB.

 

[Splert]

How exactly would the hiring board know if I was going to vote for or against ALPA?.

TMAAT you had a disagreement with your boss/authority/company/etc what did you do?

 

[Flyer1015]

A/P trimmed full nose up as the A/S slowed.

A/P then gave up and handed A/C to the crew.

Then Torque was increase which exacerbated the nose up moment.

Moving the FLAPS to from 15 to 0 (not 5 as Mr Cohen posted) was the last link to be broken. The entire crew pairing was a disaster waiting to happen and when the Majors start to hire the regionals will be in dire straights with low time FOs paired with Misfit Island CAs. The type of crew Roger calls "qualified".

Where did you see me write 5 flaps? Or even 0? I wrote flaps up.

 

[Flyer1015]

Nah, they were doomed regardless of flap setting. The flaps didn't help, but pulling back during a stall is what caused the crash.

Prior to the Colgan crash, I distinctly remember stall training in the CRJ landing configuration involved max power and slight back pressure to ride it in the shaker basically. Only after this crash did the industry say screw it, nose down and power up.... as it should have been in the first place. The whole "minimize altitude loss" is crap and had the training always been to push the nose down unequivocally, the aircraft would likely have recovered and continued flying. If you get to the point of near stall or stall, then you're gonna have to suck it up and know you are going to lose altitude as you recover.

 

[Flyer1015]

TMAAT you had a disagreement with your boss/authority/company/etc what did you do?

Theres no way I'd bring up ALLA to this question. Sadly, there are pilots who do and then wonder why they didn't get hired.

 

[MikeSF340]

Play the game, get hired.