I feel very strongly that this training is dangerous and ill advised. I am expected to learn new procedures that I hope will be involuntary when an emergency strikes, but I am swamped with new procedures and the only training I am being offered is a computer based slide show or an hour of instructor time in a classroom. Take one example . . . a "Tailpipe Fire". I knew what to do before, but now it took me nearly 2 minutes to find the right checklist. In the mean time the airplane burned to the ground.
How do I express my incredible concern to the world, and how did the FAA buy off on this? I know the flying public only cares about how much their ticket costs, but really?????
Thanks one and all for any answers,
Joe Peck
UAL - IADFO 75/76
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I hope Joe Peck is not your real name. I understand your frustration, but making public comments like the one above will not bode well for job security.
I feel very strongly that this training is dangerous and ill advised. I am expected to learn new procedures that I hope will be involuntary when an emergency strikes, but I am swamped with new procedures and the only training I am being offered is a computer based slide show or an hour of instructor time in a classroom. Take one example . . . a "Tailpipe Fire". I knew what to do before, but now it took me nearly 2 minutes to find the right checklist. In the mean time the airplane burned to the ground.
How do I express my incredible concern to the world, and how did the FAA buy off on this? I know the flying public only cares about how much their ticket costs, but really?????
Doesn't United's procedures call for pulling out the entire manual? I can bet you that the QRH will be 10 times faster than the manual once you get used to it. Don't forget we went from your system years ago to ours and I know from using both methods, the QRH is much easier to use.
I'd like to see this argument distilled into it's two mutually exclusive parts.
Let's separate the "safety" concerns from any union activity or pilot discontent with contract negotiations. Then, those of us who are fence sitters on the safety side or the coin, can take a more objective look at the phase two training and give some thought to the question at hand, "does this constitute an erosion of safety margins?"
That way too, if we want to try to kick them in the gonads for their miserable attitude and the lack of progress at the negotiation table, the proverbial waters wont be muddied. There will be no doubt in the board room what the pilot's discontent is really all about.
Having spent a career working through and learning/implementing procedural evolutions...this is what we do. Adapt to new procedures (most often more safe) as suggested by industry experts, determined by the airline and it's insurance underwriters and ultimately approved by the FAA.
Doesn't United's procedures call for pulling out the entire manual? I can bet you that the QRH will be 10 times faster than the manual once you get used to it. Don't forget we went from your system years ago to ours and I know from using both methods, the QRH is much easier to use.
It's been 3 years since I've been at UAL, but just looking at old files I have, the Airbus had a QRC that had a procedure on it for this, and it was readily available to both pilots. Have things changed that much?
Hey Joe. If you know what to do then why not use the "stabilization" method as described in the phase I change?
Time to wear your big boy pants and be a pilot. With stabilization you can do what you feel appropriate to get the situation under contol and THEN use the checklist. Novel eh? No more trying to remember what is actually on the QRC. Just do what pilot is supposed to do and then use a checklist. Do you look for a checklist when you get a egpws warning too?
I hate to say this Joe but you do come across as a dim light Maybe you would be better served by not posting and instead reading the new manual.
I agree with the comment that we UA pilots want a checklist to do a checklist and brief what we are going to brief. The Marvin Mainliners from TK have spent years hiding out there by writing new checklist and briefs when perfectly good checklist from the manufactuer were available. Our books weren't better they were jobs programs for TK weenies.
Hey Joe. If you know what to do then why not use the "stabilization" method as described in the phase I change?
Time to wear your big boy pants and be a pilot. With stabilization you can do what you feel appropriate to get the situation under contol and THEN use the checklist. Novel eh? No more trying to remember what is actually on the QRC. Just do what pilot is supposed to do and then use a checklist. Do you look for a checklist when you get a egpws warning too?
I hate to say this Joe but you do come across as a dim light Maybe you would be better served by not posting and instead reading the new manual.
I agree with the comment that we UA pilots want a checklist to do a checklist and brief what we are going to brief. The Marvin Mainliners from TK have spent years hiding out there by writing new checklist and briefs when perfectly good checklist from the manufactuer were available. Our books weren't better they were jobs programs for TK weenies.
L
In some instances the pilot's action to prevent an "undesired aircraft state" or reverting back to old procedures is "safe" might be enough to hang yourself when sitting at the mahogany table during the armchair quarterbacking session.
I feel very strongly that this training is dangerous and ill advised. I am expected to learn new procedures that I hope will be involuntary when an emergency strikes, but I am swamped with new procedures and the only training I am being offered is a computer based slide show or an hour of instructor time in a classroom. Take one example . . . a "Tailpipe Fire". I knew what to do before, but now it took me nearly 2 minutes to find the right checklist. In the mean time the airplane burned to the ground.
How do I express my incredible concern to the world, and how did the FAA buy off on this? I know the flying public only cares about how much their ticket costs, but really?????
Thanks one and all for any answers,
Joe Peck
UAL - IADFO 75/76
Write an FSAP. Write your ALPA safety guys. Send a certified letter to Babbit. You won't be alone. The stack is rising.
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