Lets start a reasonable discussion on the merits of being dual qualified in the CR2/CR7 and now CR9.
First off, for the record, I'm opposed to dual qualification and even more opposed to one-rate. But, for the sake of argument, if something had to give, I'd choose to be dual qualified over being paid one rate. I bring this up out of discussions I've had over the new LAX operation. I can certainly see the operational advantages for Delta of being able to run CR7's on the busy days and CR2's on the slack days. With day lines only planned, this would not represent a scheduling nightmare.
A question for those of you that operate multiple equipment: How do you stay current? Are your checkrides in both or do they alternate? Do you carry 2 POH's or one big one with both sets of data? Do you feel safe jumping in between airframes?
I'm usually in the screw the company at all costs mode given the tone they set at negotiations, but I'm trying to step away from that and start a civilized discussion. Ultimately I do desire a healthy industry. Whether or not ASA can join those ranks is completely up to management.
Some things that I see in order to make this work without incidents (like melting a CR2 engine off the pylon when your look for detent power) is that we must actively fly both. No building of pure one type schedules. I say this for the safety aspect. Also, there should be an override for flying larger equipment. FO's should get at least 60% of the CA's override.
Those are my thoughts, please share yours. I'm off to go give airplane rides.
First off, for the record, I'm opposed to dual qualification and even more opposed to one-rate. But, for the sake of argument, if something had to give, I'd choose to be dual qualified over being paid one rate. I bring this up out of discussions I've had over the new LAX operation. I can certainly see the operational advantages for Delta of being able to run CR7's on the busy days and CR2's on the slack days. With day lines only planned, this would not represent a scheduling nightmare.
A question for those of you that operate multiple equipment: How do you stay current? Are your checkrides in both or do they alternate? Do you carry 2 POH's or one big one with both sets of data? Do you feel safe jumping in between airframes?
I'm usually in the screw the company at all costs mode given the tone they set at negotiations, but I'm trying to step away from that and start a civilized discussion. Ultimately I do desire a healthy industry. Whether or not ASA can join those ranks is completely up to management.
Some things that I see in order to make this work without incidents (like melting a CR2 engine off the pylon when your look for detent power) is that we must actively fly both. No building of pure one type schedules. I say this for the safety aspect. Also, there should be an override for flying larger equipment. FO's should get at least 60% of the CA's override.
Those are my thoughts, please share yours. I'm off to go give airplane rides.