Commuting under attack because of crash

[doh]

Do your checkrides from part 61 and 141 appear on PRIAs?

Colgan is solely responsible for the validity of his training records. If he was still alive, he would be answerable for some of it. But, umm, well, err, where ever he is, he doesn't care about his training records.

 

[Talian]

As a commuter myself for years on end, I know how hard it can be. However, I feel as commuters we have adequate control over the situation. We choose when to commute in. I have commuted in as late as possible many times, but I also have enough sense to look at my first couple days of a trip and see whether or not I begin with a 5 leg day or a 2 leg day, and see how much rest I will get on the first night. Also, staying in the crew room or shelling out for a hotel/crash pad is another choice I make. If you are a commuter, you know how the current system works. You have to decide how much rest and of what quality rest you get before a trip. Awake for 20 hours the day before a trip to catch the last flight into base, only to sleep 5 hours in a recliner in uniform, to wake up and fly a 12 hour duty day in marginal weather? It may get you another dinner with the family, but as we have seen you may never get another dinner at home again. It all comes down to risk management.

What normally saves us is the two pilot cockpit. Rarely have I had a trip where both the other pilot and myself started off the trip equally behind the ball. One of us is rested, and I never let myself get too tired to begin with.

Bases close frequently, and it is unreasonable to expect a pilot to move every year at the company's whim, even if moving expenses are paid. If the company closes a base you have been in for more than 2 months, I feel that then (and only then), you should be entitled to deadhead flights to your new base.

Commuting across the country is a luxury that very few others enjoy. We are spoiled, and we act entitled to this freedom. We take these jobs knowing that we will have to commute. I even know of people who commute from South America and Europe, and think that is okay!! At the same time, the company needs to recognize that they need to pay us enough to live in or near base. Commuting is forced on enough of us to make it a legitimate part of the job.

Seem like I am rambling without a point? I am. This issue is too complex to regulate, and too complex to solve via union contract. Nothing will change. The unions won't let the company determine when we commute or where we can commute from, and the company won't alter their schedules to reflect the huge range of commutes people undertake.

You make alot of good points but as a pilot who would love to work for a regional and even be content there as a career the pay is the main reason I can never even consider doing it.
I have never flown 121 or commuted for any job so I don't know first hand, but I just don't understand how you guys do it day in and day out.
I work very hard labor in the swimming pool industry in Arizona. I started my own business a few years ago and now enjoy vacations to where I want, when I want, and make as much as if not more than the most senior Captains at the Majors. This being said I would sell my business and be content to fly for a living if the rates were even enough to live on.
I know other pilots who have left flying and feel the same way that I do.
Maybe something productive will come out of the Colgan tragedy and the airline business might gain recognition as the professional business it deserves.

 

[WayBack]

I am inclined to say no. I am not 100% sure.

Just training history from a previous employer. The FAA database on the other hand has everything.

Ok, because I thought he failed 3 during his 141 training at GIA and then the other 2 at Colgan. Right???

 

[doh]

Isn't that 141 schyt flight school? That is not a PC as such, so why would that have to be reported? Or am I misunderstanding this stuff? I am straight up part 61 and I had 500 multi/0 hours instructing when I got my first job so I don't know a lot about the puppy mills.

 

[Mickey]

If pilots didn't commute into expensive bases, airlines would have to raise the pay until they could hire pilots who live in the base. Think about it.

 

[WayBack]

If pilots didn't commute into expensive bases, airlines would have to raise the pay until they could hire pilots who live in the base. Think about it.

They will always find someone who is willing to commute or that lives near base to hire. Regionals/Majors will never raise the pay because of that.

 

[Jetpipeovht]

Isn't that 141 schyt flight school? That is not a PC as such, so why would that have to be reported? Or am I misunderstanding this stuff? I am straight up part 61 and I had 500 multi/0 hours instructing when I got my first job so I don't know a lot about the puppy mills.

PT 141 is not a puppy mill. It's a training syllabus. 0 time to COMM/ME/INST in one back to back syllabus for your licenses. A school has to meet certain requirements to obtain a PT141 certificate.

PT 61 is a more relaxed syllabus than 141 when it comes to time line but same result. A bust in either case is logged in the FAA database. It is not reported as for PRIA purposes but you have to disclose it if the employer requires it.

A PT121.441 is a PC, well I am sure you know that one. Those become part of your training records for PRIA. At least that is how I understand it.

 

[Jetpipeovht]

Ok, because I thought he failed 3 during his 141 training at GIA and then the other 2 at Colgan. Right???

I don't know. I am not following the findings.

 

[FO 4 Life]

I think PRIA is only sent to former employers. You're at a 141 school training so I wouldn't think PRIA would apply.

 

[pilotyip]

correct

I think PRIA is only sent to former employers. You're at a 141 school training so I wouldn't think PRIA would apply.

Former air carrier employers within the last five years.