Numbers
#42
Gets Weekends Off
Thread Starter
Joined APC: Jan 2017
Posts: 156
Is this a serious question? Are you a 737 CKA, or fleet manager, line pilot..... or even anyone qualified to make this type of statement?
I’ve got close to 5000hrs on the 737 fleet and you couldn’t be more wrong. We are just as standard as any other fleet
Al you’re losing your credibility with these types of sweeping generalizations.
I’ve got close to 5000hrs on the 737 fleet and you couldn’t be more wrong. We are just as standard as any other fleet
Al you’re losing your credibility with these types of sweeping generalizations.
#44
Gets Weekends Off
Joined APC: Apr 2011
Posts: 1,533
#45
In a land of unicorns
Joined APC: Apr 2014
Position: Whale FO
Posts: 6,469
This is the part I don't understand. At Envoy we get the closeout and TPS before we close the door. What's the logic at AA with this?
#46
Gets Weekends Off
Joined APC: Jul 2006
Posts: 2,889
Al Czervik, if you’re going to come on here claiming that “there are no SOPs on the 737 fleet”, then by golly you better have some data to back it up. As it stands, you do not. You are simply trying to make a point that you don’t agree with how the 737 is flown by AA, fair enough, but you come off quite pompous with statements like “there are no SOPs on the 737 fleet.”
Maybe try rewording your statements a bit more humbly, given that you are not a 737 pilot, and you’d gain a lot more credibility. The fact of the matter is... the 737 perfectly abides by crystal clear SOPs as defined in the OM1 as well as the triggers and flows card. Hey, just like the Airbus fleet! (And every other AA fleet.)
And yes, experience in the aircraft DEFINITELY qualifies the individual to quantify his/her statements. I don’t come on here preaching about how Airbus pilots need to be more alert when operating in Managed mode vs Open Descent lest you miss a crossing restriction, and maybe that’s a total lack of SOPs... because.... hey, I’m not on the Airbus fleet.
If some of you are butthurt by my calling it like I see it, I can’t help ya.
Maybe try rewording your statements a bit more humbly, given that you are not a 737 pilot, and you’d gain a lot more credibility. The fact of the matter is... the 737 perfectly abides by crystal clear SOPs as defined in the OM1 as well as the triggers and flows card. Hey, just like the Airbus fleet! (And every other AA fleet.)
And yes, experience in the aircraft DEFINITELY qualifies the individual to quantify his/her statements. I don’t come on here preaching about how Airbus pilots need to be more alert when operating in Managed mode vs Open Descent lest you miss a crossing restriction, and maybe that’s a total lack of SOPs... because.... hey, I’m not on the Airbus fleet.
If some of you are butthurt by my calling it like I see it, I can’t help ya.
#47
Gets Weekends Off
Joined APC: Jan 2013
Posts: 294
When I first got here from Envoy, I wondered the same thing. From what I can figure; Regionals don't leave the gate without a closeout, because passengers seated in the appropriate zones is more of a W&B issue on the RJ's than it is on the larger jets. As soon as boarding is complete, we close the door and call for push. Usually the closeout comes during the pushback. But sometimes, it comes much later, if the load room is behind on running numbers (cargo, ect...).
#48
Al Czervik, if you’re going to come on here claiming that “there are no SOPs on the 737 fleet”, then by golly you better have some data to back it up. As it stands, you do not. You are simply trying to make a point that you don’t agree with how the 737 is flown by AA, fair enough, but you come off quite pompous with statements like “there are no SOPs on the 737 fleet.”
Maybe try rewording your statements a bit more humbly, given that you are not a 737 pilot, and you’d gain a lot more credibility. The fact of the matter is... the 737 perfectly abides by crystal clear SOPs as defined in the OM1 as well as the triggers and flows card. Hey, just like the Airbus fleet! (And every other AA fleet.)
And yes, experience in the aircraft DEFINITELY qualifies the individual to quantify his/her statements. I don’t come on here preaching about how Airbus pilots need to be more alert when operating in Managed mode vs Open Descent lest you miss a crossing restriction, and maybe that’s a total lack of SOPs... because.... hey, I’m not on the Airbus fleet.
If some of you are butthurt by my calling it like I see it, I can’t help ya.
Maybe try rewording your statements a bit more humbly, given that you are not a 737 pilot, and you’d gain a lot more credibility. The fact of the matter is... the 737 perfectly abides by crystal clear SOPs as defined in the OM1 as well as the triggers and flows card. Hey, just like the Airbus fleet! (And every other AA fleet.)
And yes, experience in the aircraft DEFINITELY qualifies the individual to quantify his/her statements. I don’t come on here preaching about how Airbus pilots need to be more alert when operating in Managed mode vs Open Descent lest you miss a crossing restriction, and maybe that’s a total lack of SOPs... because.... hey, I’m not on the Airbus fleet.
If some of you are butthurt by my calling it like I see it, I can’t help ya.
Last edited by Al Czervik; 01-07-2020 at 01:24 PM.
#49
Gets Weekends Off
Joined APC: Apr 2011
Posts: 1,533
You work with the same system. No real difference. The issues arise when they send you to a runway or runway intersection that your current TPS does not have, and/or some issue (maybe an unanticipated tailwind) came up after you started taxiing. These are the things that can delay you out there.
#50
Gets Weekends Off
Thread Starter
Joined APC: Jan 2017
Posts: 156
Not everything is as black and white as you think it’s is. The sooner you realize this the better off you’ll be, believe me. And the reason I’m concerned is because it effects the industry as a whole. Step out of your bubble and see beyond your line of sight for once.
Last edited by Scrapdaddy; 01-07-2020 at 03:43 PM.
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