Originally Posted by Monkeyfly

I am including some comments from Captain **** *** concerning this “training”. As you may remember *** was a past UAL MEC Central Air Safety Chairman and ALPA National Executive Air Safety Chairman.

“The actual changes being described (in 757/767 phase II) are breathtaking, and I cannot help but wonder how “we,” whoever “we” represents, accepted these changes. We have decades of experience operating these planes safely and efficiently, and I am stunned at how we can throw much of that away as if it never existed. I feel like I am training as new hire at an airline that is using an entirely new way of operating that does not reflect best practice. I sense there will be a lot of heads-down discussion as this activates. Changes that stand out, and bear in mind we are only in Phase 2 . . .

To name but a few . . .
• Recommending leaving autopilot on for wind shear recovery, really? And no sim training for that?
• TCAS responses changed? No sim?
• Green arc gone on end of runway now—how long did it take us to be cycled through TK to get that MCP TDZE procedure activated? All dismissed with a flick of the keyboard? I have to say with a non-precision approach, that was a really nice feature which gave confidence.
• Huge panics over cross-feed management, now acting as if it never happened . . .
• Speed bug setting and flaps procedures changed with no sim training
• T/reverse down to taxi speed now—obviously FOD not been a problem at CAL.
• “Positive climb” is gone—“positive rate” now here—lots of philosophical discussion about that.
• NDB can be flown in VNAV—can I expect to be sent to sim for THAT?

OK—thanks for listening—I am really concerned from so many angles about this. “

**** has more experience than most anyone does on this property in training and safety related matters. If he has a problem with what is going on, there is a problem!