I'm settling in quite well to driving to work again. I don't miss commuting at all.
It's nice to not have to stress about what assignment I will get which would directly affect when I would have to leave home to catch a flight. Now I can just drive. No matter what I get....I can drive...just 15 minutes away.
That said my current base is growing. I would have been more senior if I had stayed commuting. This is a temporary pain. By next March I will have 50+ pilots under me. For now...I work Thanksgiving.
The flying has been fine. I've flown to both Canada and Mexico so far. No emergencies or major issues yet. I'm still disgruntled with my company....but there are very few regional pilots that love their company.
I passed my 9th year last month. I got a decent pay raise. I'm currently at $84 an hour. It sounds like a lot....but a good friend at Delta on the 717 gets over $200 an hour as Captain...and his plane holds maybe 20 more seats. It's still a lot of money.
Next March I hit the big 4-0. Forty years old is a big deal as I have to get an FAA medical exam every six months instead of every year. I can skirt the rule by getting a medical BEFORE my 40th birthday and thus can wait until my 41st for my next one. The rule is roughly any medical AFTER turning age 40. Hey I can save $70.
I'm flying with a lot of new hires. My airline has majorly increased new hire pay.
My first full year as a new hire I made $31,000 all in. Now new hires make $60,000. More than double. Good for them....but man they will never know the struggle.
I will make another "How much does a regional pilot make after xxxx years" at the end of the year. This will be a hybrid year as I began getting Captain pay back in April.
Thursday, November 17, 2016
Wednesday, October 26, 2016
Aim to exceed
I'm currently in the Motor City on my second (and should be final) IOE trip.
The first trip was just under 10 hours. I need at least 15 to finish as I am a transitioning Captain. When I was a new Captain I needed 25 hours.
The first trip was fairly easy. I was thrown to the wolves right away with a 28 knot gusty direct crosswind landing. I am happy to report crosswinds in the 175 are much easier than the CRJ.
I was quite nervous when I went through my initial Captain flight in April. Now it's just natural.
The first IOE Captain said I was doing very well for how little time I had in the plane.
This new IOE Captain said he'd sign me off after just the second flight, but I only had 12 hours total. It's a great feeling to exceed expectations.
I won't say I'm an excellent pilot, I just prepare well and have a well thought out way of flying.
Tomorrow it's one flight to the HUB and then to Baltimore. I plan on taking a series of buses and trains to the National Mall in DC. It's a 20 hour overnight and I don't plan on spending it all at the airport hotel.
The first trip was just under 10 hours. I need at least 15 to finish as I am a transitioning Captain. When I was a new Captain I needed 25 hours.
The first trip was fairly easy. I was thrown to the wolves right away with a 28 knot gusty direct crosswind landing. I am happy to report crosswinds in the 175 are much easier than the CRJ.
I was quite nervous when I went through my initial Captain flight in April. Now it's just natural.
The first IOE Captain said I was doing very well for how little time I had in the plane.
This new IOE Captain said he'd sign me off after just the second flight, but I only had 12 hours total. It's a great feeling to exceed expectations.
I won't say I'm an excellent pilot, I just prepare well and have a well thought out way of flying.
Tomorrow it's one flight to the HUB and then to Baltimore. I plan on taking a series of buses and trains to the National Mall in DC. It's a 20 hour overnight and I don't plan on spending it all at the airport hotel.
Wednesday, October 5, 2016
Another Type Rating
Back at home. Simulator training complete.
The training wasn't "easy". I didn't feel stressed until the check ride (Maneuvers Validation in AQP world). It was normal, but odd to feel relaxed until that point.
The training was very different than my previous two. The training was NOT set up for new hires. A lot is skipped over and is assumed. My partner struggled the entire time, but also passed.
While in training a pilot I met up with many years ago (thanks to this blog!) was also there. Turns out he is an instructor for the same aircraft, but a different airline. Aviation is a small world. Nice chance meeting. I'm sure we will cross paths again.
For now I have two weeks off! Normally this would be great, but after being on the ground so long, I really want to fly. The timing works out well though as my wife has to travel next week for work. Since we have zero family in town, we both can't travel at the same time so it's nice that I'm off until the 14th and she comes back on the 13th.
In theory this should be my last new aircraft until I get picked up by the majors. Hopefully.
The training wasn't "easy". I didn't feel stressed until the check ride (Maneuvers Validation in AQP world). It was normal, but odd to feel relaxed until that point.
The training was very different than my previous two. The training was NOT set up for new hires. A lot is skipped over and is assumed. My partner struggled the entire time, but also passed.
While in training a pilot I met up with many years ago (thanks to this blog!) was also there. Turns out he is an instructor for the same aircraft, but a different airline. Aviation is a small world. Nice chance meeting. I'm sure we will cross paths again.
For now I have two weeks off! Normally this would be great, but after being on the ground so long, I really want to fly. The timing works out well though as my wife has to travel next week for work. Since we have zero family in town, we both can't travel at the same time so it's nice that I'm off until the 14th and she comes back on the 13th.
In theory this should be my last new aircraft until I get picked up by the majors. Hopefully.
Sunday, September 25, 2016
One week down in the simulator
Starting week two in the simulator for my new aircraft.
Partially because I have 5000 hours airline time and partially because I'm a geek....it's gonna very well.
My sim partner isn't having such a relaxed time.
My new aircraft, ERJ-175, is much more advanced than my last. At the end of the day an airplane is an airplane, but mastering the technology is a whole different story.
In the past I would fly a non-precision approach via the "drive and dive" method. It wasn't very accurate, and required a lot of work.....but well....it's how it was done.
The ERJ-175 has VNAV and can calculate a Flight Path Angle to have a constant rate of descent. Due to a myriad of issues I can only use the VNAV to the Final Approach Fix. From the FAF inbound I have to use FPA. Not terribly complex, but it must be done. I get it. My First Officer does not.
I feel bad for them, but they actually chose this aircraft. They could have gone to a more basic jet, but for whatever reason they chose the 175. The 175 is a lot of aircraft for a new hire being their first jet.
This week I have 3 simulator events then a Manuvers Validation then a Line Operating Experience ride. The MV is the actual "check ride" while the LOE is another phase check.
So far I'm feeling very well. There are some quirks to the 175 I don't like (I have to push down on the tiller to steer and the seat doesn't go back as far as the last jet), but overall it will be better than commuting.
More later.
Partially because I have 5000 hours airline time and partially because I'm a geek....it's gonna very well.
My sim partner isn't having such a relaxed time.
My new aircraft, ERJ-175, is much more advanced than my last. At the end of the day an airplane is an airplane, but mastering the technology is a whole different story.
In the past I would fly a non-precision approach via the "drive and dive" method. It wasn't very accurate, and required a lot of work.....but well....it's how it was done.
The ERJ-175 has VNAV and can calculate a Flight Path Angle to have a constant rate of descent. Due to a myriad of issues I can only use the VNAV to the Final Approach Fix. From the FAF inbound I have to use FPA. Not terribly complex, but it must be done. I get it. My First Officer does not.
I feel bad for them, but they actually chose this aircraft. They could have gone to a more basic jet, but for whatever reason they chose the 175. The 175 is a lot of aircraft for a new hire being their first jet.
This week I have 3 simulator events then a Manuvers Validation then a Line Operating Experience ride. The MV is the actual "check ride" while the LOE is another phase check.
So far I'm feeling very well. There are some quirks to the 175 I don't like (I have to push down on the tiller to steer and the seat doesn't go back as far as the last jet), but overall it will be better than commuting.
More later.
Sunday, September 11, 2016
Top of Descent
I'm halfway through my training for my new aircraft.
My First Officer is a new hire. Not the youngest but it's their first airline gig. Prior to my airline my First Officer flew corporate.
The new aircraft is much more sophisticated than my previous two. The new plane is a ERJ-175.
The new tech for me included coupled V-NAV, Auto-throttles a CCD (device like a mousepad used to control the screens) and emergency slides. There's more but those are the biggies.
I've taken the written exam and have my oral exam at the end of the week. After that it's off to a different city for simulator training.
I should be back on the line and in the air in October.
In August I attended my last job fair (I think). I'm done paying for them. I'm making good money, live in base and am a Captain. I might just hang out for a bit.
My First Officer is a new hire. Not the youngest but it's their first airline gig. Prior to my airline my First Officer flew corporate.
The new aircraft is much more sophisticated than my previous two. The new plane is a ERJ-175.
The new tech for me included coupled V-NAV, Auto-throttles a CCD (device like a mousepad used to control the screens) and emergency slides. There's more but those are the biggies.
I've taken the written exam and have my oral exam at the end of the week. After that it's off to a different city for simulator training.
I should be back on the line and in the air in October.
In August I attended my last job fair (I think). I'm done paying for them. I'm making good money, live in base and am a Captain. I might just hang out for a bit.
Thursday, August 11, 2016
My last dog and pony show....I think
Sorry for the lack of updates. Commuting makes me want to enjoy as much possible off time as possible.
I'm currently on vacation in the Outer Banks. When I get back I have 4 more days commuting then I hit long term training for a new aircraft.
Yesterday I left the vacation house at 4:50 AM, drove 90 minutes to Norfolk, hopped a ride to Chicago, rented a car, drove to the Westin, attended a job fair, drove back to the airport, hopped a ride back to Norfolk (ironically in the same tail number and same seat!) and pulled back into the vacation driveway at midnight.
I think that was my last dog and pony show.
I had a few minutes face to face with recruiters from Delta, United and American. There were other airlines there, but none that interested me.
Since I fly for free my total cost was $150 to attend the job fair plus another $100 for a rental car and gas.
Over the last two years I've spent more than $900 on job fairs.
In reality I don't want to commute the rest of my life. My family has a great house, my daughter has a great school and friends she enjoys. I can't see us moving just for my job. That means getting a job with my mainline partner since they have a base where I live. So all my focus will now be on getting a job with them.
I have about 150 hours of turbine Pilot In Command time. I should be flying again in October. Once I hit the line again I will be flying much more than I do now.
Back to vacation.
I'm currently on vacation in the Outer Banks. When I get back I have 4 more days commuting then I hit long term training for a new aircraft.
Yesterday I left the vacation house at 4:50 AM, drove 90 minutes to Norfolk, hopped a ride to Chicago, rented a car, drove to the Westin, attended a job fair, drove back to the airport, hopped a ride back to Norfolk (ironically in the same tail number and same seat!) and pulled back into the vacation driveway at midnight.
I think that was my last dog and pony show.
I had a few minutes face to face with recruiters from Delta, United and American. There were other airlines there, but none that interested me.
Since I fly for free my total cost was $150 to attend the job fair plus another $100 for a rental car and gas.
Over the last two years I've spent more than $900 on job fairs.
In reality I don't want to commute the rest of my life. My family has a great house, my daughter has a great school and friends she enjoys. I can't see us moving just for my job. That means getting a job with my mainline partner since they have a base where I live. So all my focus will now be on getting a job with them.
I have about 150 hours of turbine Pilot In Command time. I should be flying again in October. Once I hit the line again I will be flying much more than I do now.
Back to vacation.
Saturday, July 9, 2016
No such thing as an easy commute
August 23rd...when my commuting will cease.
Until then I, like many flight crew members around the country (and maybe the world), commute.
Each day there are 11+ flights I can pick from to get to and from work. The aircraft seating capacity varies between 140 and 260+ seats. Most are between 140-160. Sounds easy...but most flights are full...and there are lots of commuters and dead heading flight crew.
I am getting more senior. In May I had 4 people under me. I now have 16. When I transfer next month I will have 30.
Being more senior I can get the "better" reserve trips. Trips that start later (allowing me to commute in same day) and end earlier (allowing me to commute home that day).
This week I had a 9PM sign in on day one and finish at 6:30 AM on day 4. I'm only on reserve 4 days.
Getting to work seemed easy enough. Per my contract I have to give myself two flights to get to work on time. This meant a 5:40 PM flight and a 6:30 PM flight. Both were very open.
Well there was weather. Delays. The 5:40 PM flight started with a 30 minute delay...then 45 minutes. I alerted crew scheduling. They said to keep them informed. The 6:30 PM flight was showing on time. I debated and felt the 6:30 PM flight (a 777) would leave before the 5:40 PM delayed flight.
They were in different terminals.
I rushed to the 777 flight...only to see passengers deplaning! They were now an hour delayed. Crap. I rushed back over to the 5:40PM flight which was suddenly boarding. I called scheduling and told them I would miss my sign in time by 25 minutes. To my surprise they were fine....as I was the only Captain available.
We left at 7PM and landed at 9:25 PM. My departure was 9:45 PM. I checked on the rest of my crew and they were very delayed.....not arriving until 10:45 PM. So much for feeling rushed.
They arrived and we left. Every leg so far (today is day 3) has had issues....mechanical or weather.
Today is one flight in and a deadhead to an overnight. Tomorrow is one leg to the hub.
As far as getting home the direct flight is almost full....I might two leg it on wide open flights.
Looking forward to August.
Until then I, like many flight crew members around the country (and maybe the world), commute.
Each day there are 11+ flights I can pick from to get to and from work. The aircraft seating capacity varies between 140 and 260+ seats. Most are between 140-160. Sounds easy...but most flights are full...and there are lots of commuters and dead heading flight crew.
I am getting more senior. In May I had 4 people under me. I now have 16. When I transfer next month I will have 30.
Being more senior I can get the "better" reserve trips. Trips that start later (allowing me to commute in same day) and end earlier (allowing me to commute home that day).
This week I had a 9PM sign in on day one and finish at 6:30 AM on day 4. I'm only on reserve 4 days.
Getting to work seemed easy enough. Per my contract I have to give myself two flights to get to work on time. This meant a 5:40 PM flight and a 6:30 PM flight. Both were very open.
Well there was weather. Delays. The 5:40 PM flight started with a 30 minute delay...then 45 minutes. I alerted crew scheduling. They said to keep them informed. The 6:30 PM flight was showing on time. I debated and felt the 6:30 PM flight (a 777) would leave before the 5:40 PM delayed flight.
They were in different terminals.
I rushed to the 777 flight...only to see passengers deplaning! They were now an hour delayed. Crap. I rushed back over to the 5:40PM flight which was suddenly boarding. I called scheduling and told them I would miss my sign in time by 25 minutes. To my surprise they were fine....as I was the only Captain available.
We left at 7PM and landed at 9:25 PM. My departure was 9:45 PM. I checked on the rest of my crew and they were very delayed.....not arriving until 10:45 PM. So much for feeling rushed.
They arrived and we left. Every leg so far (today is day 3) has had issues....mechanical or weather.
Today is one flight in and a deadhead to an overnight. Tomorrow is one leg to the hub.
As far as getting home the direct flight is almost full....I might two leg it on wide open flights.
Looking forward to August.
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