Deal reached on new pilot hours

[Poahi]

Looks like the airlines got what they wanted with this one. I'd bet most pilots were hired with north of 800 hours. And I'll say it again, this rule change wouldn't have prevented 3407.

 

[BigLebowski]

Of course I disagree, a hard number takes away the ability to make a rational decision. In my case above, in times of a hiring boom, the airline by regulation would be forced to hire the 800 CFI's, and bypass the C-130 pilot because she only has 600 hours.

quick question...why would someone in the military even consider the regionals? Why not stay in a little longer, get the times for a Major and go to the reserves and eventually collect a retirement?

 

[BigLebowski]

800 hours in 2 years.......or you could actually try to give her GOOD advice and tell her to fly her C130 for several more months and then apply?

Thank you...couldn't have said it better myself.

 

[ImbracableCrunk]

Interesting discussion until it turned into the Mil vs Civ cluster.

Yawn.

 

[Tristar]

As you said there is better chance that the 800 military pilot is better, so go with odds. BTW Only my humble experience, but having hired 47 military background pilots in last 12 years, only one failure, 298 civilian background hires, 27 failures. When you hired a mil pilot they are pretty much cookie cutter, you know what you are getting, when you hire a civilian you can get a superb pilot better than anything you have ever seen and you can also get something that should never be near an airplane unescorted.

It sounds to me that your interviewing and selection process is very poor, if you were unable to determine whether you were getting a superb or deficient pilot. What are you using to determine your selections, a ouija board? Or perhaps the problem is your carrier fails to offer an adequate compensation package, thereby denying itself the opportunity to hire some of the better candidates. The other option is your training department is failing miserably. I know the carriers I've been at didn't come anywhere near having a 10% failure rate, so something is wrong in your world.

 

[pilotyip]

Who wants to work here? a bottom feeder?

It sounds to me that your interviewing and selection process is very poor, if you were unable to determine whether you were getting a superb or deficient pilot. What are you using to determine your selections, a ouija board? Or perhaps the problem is your carrier fails to offer an adequate compensation package, thereby denying itself the opportunity to hire some of the better candidates. The other option is your training department is failing miserably. I know the carriers I've been at didn't come anywhere near having a 10% failure rate, so something is wrong in your world.

You have to understand we are a bottom feeder. You wear a pager, you are on 30 minute call outs, you fly to strange places in the middle of the night, you de-ice airplanes all the time, and YIP is IFR almost all winter with icing conditions. During hiring booms nobody applies here unless they can not find a job someplace else. During these times our turnover is high. In 2007 a 500 CFI was a typical hire, today it is 10,000 hr ex ABX, DHL, etc pilot, In 1999 we replaced 100% of our DA-20 pilots, 80%, 140% F/O's. This is the place pilots start and the place many end their careers. We have to take pilots we know may have training problems and weed them out in training. Once a pilot has a couple years of TJ time he is off to a better position. Inspection:The FAA has inspected USA Jet over 10 times in the last 12 years; there has never been a major find and only a few minor finding. Minor findings are non–compliance with company policy that is beyond the requirements of the FAA. Outside companies such as ARG/US inspect USA Jet for their clients. USA Jet receives rave reviews as one of the finest companies they ever inspected. The inspector for Ford Motor Company’s Corporate Flight Department went straight to Ford and told them they had the best charter company he had ever inspected in their back yard. We started getting charters from Ford that week. This is premier company. Management:USA Jet management was committed to running the finest airline in the charter business. This is an example of this teams capability. Putting passenerger operations on a Part 121 certificate is one the challenging tasks an airline can face. A special team called the RESEP team was in charge of the certification. No airline had passed on their first attempt. USA Jet not only passed on its first attempt, but also passed in a matter that shocked the inspection team on our knowledge and preparation. Training:USA Jet does all of its training under Part 121 subpart N & O. The FAA allows us to train in the DA-20 under the less demanding regulations found in Part 135, USA Jet in the interest of safety and standardization has elected to do all training to Part 121 standards. Our Simulator instructions teach from the company mandated USA Jet Standard Operating Procedures (SOP’s) found in the FAA approved Airplane Operating Manuals. The same SOP’s are used on both the DA-20 and the DC-9, and is modified to allow for operation differences between the two airplanes. This reinforces company procedures when moving between airplanes at USA Jet Airlines and is the industry standard for an Air Carrier flying more than one type of airplane under Part 121. Most new pilots coming to work for USA Jet Airlines are hired as DA-20 First Officers. Their training includes 2.5 weeks of Basic subjects, covering the FAR required Basic Indoc plus Hazardous Materials, CRM, and General Emergency Training. The DA-20 systems ground school is 2.5 weeks of full time ground school prior to starting sim training. Sim training on the DA-20 is done at Flight Safety Int’l where we dry lease their sim. Sim training for the DA-20 runs one week and 25 hours for F/O's. All training and checking is done under Part 121 Appendix E and F. All DA-20 F/O's receive 25 hours of supervised IOE prior to being released to line operations; we observe 100 min time in seat for pairing restrictions. When DA-20 Pilots move into the DC-9. They receive 4 weeks of DC-9 Systems training. Sim training on the DC-9 is done at Airborne Express where we also dry lease their sim. This followed by one week of DC-9 sim training that runs 25 hours for all DC-9 F/O's. Again IOE on the DC-9 and the DA-20 are identical. We have had pilots go to major airlines and tell us, except for fancy bells and whistles, the USA Jet training was as good as they got at their major. No USA Jet pilot has failed training at his next job. At an unnamed national passenger operator, 50% of the new hire pilots washed out of DC-9 training. Former USA Jet pilots hired by that airline had a 100% pass rate based upon their USA Jet Training. Some pilots hired by a large player in the business waived all testing and sim evals for USA Jet pilots, because of the known quality of their USA Jet Training. Maintenance USA Jet maintenance is the finest in our sector. Airlines are maintained to offer a high level of readiness and ability to meet customer’s demands.

 

[pilotyip]

she is not

quick question...why would someone in the military even consider the regionals? Why not stay in a little longer, get the times for a Major and go to the reserves and eventually collect a retirement?

just an example, I have not talked to her father in a while am not sure what she is doing since I tried to hire her.

 

[dooork]

You have to understand we are a bottom feeder. You wear a pager, you are on 30 minute call outs, you fly to strange places in the middle of the night, you de-ice airplanes all the time, and YIP is IFR almost all winter with icing conditions. During hiring booms nobody applies here unless they can not find a job someplace else. During these times our turnover is high. In 2007 a 500 CFI was a typical hire, today it is 10,000 hr ex ABX, DHL, etc pilot, In 1999 we replaced 100% of our DA-20 pilots, 80%, 140% F/O's. This is the place pilots start and the place many end their careers. We have to take pilots we know may have training problems and weed them out in training. Once a pilot has a couple years of TJ time he is off to a better position. Inspection:The FAA has inspected USA Jet over 10 times in the last 12 years; there has never been a major find and only a few minor finding. Minor findings are non–compliance with company policy that is beyond the requirements of the FAA. Outside companies such as ARG/US inspect USA Jet for their clients. USA Jet receives rave reviews as one of the finest companies they ever inspected. The inspector for Ford Motor Company’s Corporate Flight Department went straight to Ford and told them they had the best charter company he had ever inspected in their back yard. We started getting charters from Ford that week. This is premier company. Management:USA Jet management was committed to running the finest airline in the charter business. This is an example of this teams capability. Putting passenerger operations on a Part 121 certificate is one the challenging tasks an airline can face. A special team called the RESEP team was in charge of the certification. No airline had passed on their first attempt. USA Jet not only passed on its first attempt, but also passed in a matter that shocked the inspection team on our knowledge and preparation. Training:USA Jet does all of its training under Part 121 subpart N & O. The FAA allows us to train in the DA-20 under the less demanding regulations found in Part 135, USA Jet in the interest of safety and standardization has elected to do all training to Part 121 standards. Our Simulator instructions teach from the company mandated USA Jet Standard Operating Procedures (SOP’s) found in the FAA approved Airplane Operating Manuals. The same SOP’s are used on both the DA-20 and the DC-9, and is modified to allow for operation differences between the two airplanes. This reinforces company procedures when moving between airplanes at USA Jet Airlines and is the industry standard for an Air Carrier flying more than one type of airplane under Part 121. Most new pilots coming to work for USA Jet Airlines are hired as DA-20 First Officers. Their training includes 2.5 weeks of Basic subjects, covering the FAR required Basic Indoc plus Hazardous Materials, CRM, and General Emergency Training. The DA-20 systems ground school is 2.5 weeks of full time ground school prior to starting sim training. Sim training on the DA-20 is done at Flight Safety Int’l where we dry lease their sim. Sim training for the DA-20 runs one week and 25 hours for F/O's. All training and checking is done under Part 121 Appendix E and F. All DA-20 F/O's receive 25 hours of supervised IOE prior to being released to line operations; we observe 100 min time in seat for pairing restrictions. When DA-20 Pilots move into the DC-9. They receive 4 weeks of DC-9 Systems training. Sim training on the DC-9 is done at Airborne Express where we also dry lease their sim. This followed by one week of DC-9 sim training that runs 25 hours for all DC-9 F/O's. Again IOE on the DC-9 and the DA-20 are identical. We have had pilots go to major airlines and tell us, except for fancy bells and whistles, the USA Jet training was as good as they got at their major. No USA Jet pilot has failed training at his next job. At an unnamed national passenger operator, 50% of the new hire pilots washed out of DC-9 training. Former USA Jet pilots hired by that airline had a 100% pass rate based upon their USA Jet Training. Some pilots hired by a large player in the business waived all testing and sim evals for USA Jet pilots, because of the known quality of their USA Jet Training. Maintenance USA Jet maintenance is the finest in our sector. Airlines are maintained to offer a high level of readiness and ability to meet customer’s demands.

Who in f%^& wants to read that rant!

 

[Jiminmem]

So these minimums require your future FO's to just have a set number of hours. The guy who flew the grand canyon in a 152 for 1,000 hours is now mandated to be more qualified than the guy that has 700 hours in a high performance twin in and of the north east. I'm with those that disagree entirely. No hiring minimums should exist other than legal qualifications. Very strong practical tests should be the filter.

If you have 700 hour in a high performace twin, you have to have well over a 1000 total. I haven't had to get insurance in a while, but when I flew a Baron 58 10 years ago they wanted considerably more then 1000 hours to act as PIC. Granted, it was brand new, but I doubt it would change much for an older one.

 

[Kalifornia]

Of course I disagree, a hard number takes away the ability to make a rational decision. In my case above, in times of a hiring boom, the airline by regulation would be forced to hire the 800 CFI's, and bypass the C-130 pilot because she only has 600 hours.

You lost all rational decision making on your part when you stated in these forums you thought high school drop outs can fly professionally just fine. You are a demon to aviation safety.