Kahului - Hard Landing
02-08-2024, 09:35 PM
#101
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Joined APC: Dec 2007
Position: Window seat
Posts: 5,294
Went through sim training with 2 helo then T-34 IP's then AA FE pilots. Do that for 2 years then upgrade on the S80/727. They struggled. FW experience? What ever they get in the helo track and then 2-3 years as a T-34 IP. 4,300 lbs turbo Bonanza. Day VFR ops. It's a BIG step going up to the 180,000 lbs 727 after 2 years of sitting side saddle.
02-08-2024, 09:47 PM
#102
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Joined APC: Dec 2007
Position: Window seat
Posts: 5,294
The King Air is harder to fly than the Bus. Foreign carriers take some pretty bad candidates (I trained a lot of them) and put them in the right seat of an Airbus as soon as they get home. If the guy/gal was struggling with OE, maybe taking them to Maui wasn't a great idea. In fact, doing 5+ hour legs should on OE isn't a great idea, either.
02-08-2024, 10:13 PM
#103
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Joined APC: Dec 2007
Position: Window seat
Posts: 5,294
The data I'm aware of tends to say the exact opposite. Rotor pilots tend to need less extra training. ¯\_(ツ)_/¯
https://docs.lib.purdue.edu/cgi/view...8&context=jate
(2018 Pilot Source Study)
https://docs.lib.purdue.edu/cgi/view...8&context=jate
(2018 Pilot Source Study)
Here's the list of needing additional training (less is better) -
GPA >3.8 .76
GPA 3.3 - 3.8 .81
Prior 121 .86
Prior military .89
Rotor .93
CFI 1.09
Part 135 1.13
Ck ride busts >2 1.31
Part 91 1.32
02-08-2024, 10:24 PM
#104
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Joined APC: Dec 2007
Position: Window seat
Posts: 5,294
You're 2000' low for a clean, efficient, VFR arrival. Might as well start adding a touch of power to avoid having to power up more as you approach the airport.
02-08-2024, 10:30 PM
#105
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Joined APC: Dec 2007
Position: Window seat
Posts: 5,294
Same lame logic going into Punta Cana. Typical summer time pop corn all over the island. Tops 13,000 - 15,000. Weak FO descends EARLY and then he's *****ing about the ride. WTF, how about staying higher than normal and using the boards to hustle down much closer to the airport? You know, less time in the turbulence? Yes, speed brakes are a great tool on those days. Guess who struggled in their upgrade....despite having years on the airplane?
02-09-2024, 03:00 AM
#106
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Joined APC: Dec 2019
Posts: 1,899
i have no idea how much PIC time or time in type the guy had, but it appears he was a 1996 TWA hire. Also he doesnt have his name or picture up on the training website CKP page, which usually means newish to the gig
02-09-2024, 05:07 AM
#107
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Joined APC: Jun 2007
Position: 767/757 CA
Posts: 2,637
65 nm to TOD. "Pilot's discretion descend and maintain FL240." Down we go. 767 w/VNAV. Zero S.A for economic cost.
Same lame logic going into Punta Cana. Typical summer time pop corn all over the island. Tops 13,000 - 15,000. Weak FO descends EARLY and then he's *****ing about the ride. WTF, how about staying higher than normal and using the boards to hustle down much closer to the airport? You know, less time in the turbulence? Yes, speed brakes are a great tool on those days. Guess who struggled in their upgrade....despite having years on the airplane?
Same lame logic going into Punta Cana. Typical summer time pop corn all over the island. Tops 13,000 - 15,000. Weak FO descends EARLY and then he's *****ing about the ride. WTF, how about staying higher than normal and using the boards to hustle down much closer to the airport? You know, less time in the turbulence? Yes, speed brakes are a great tool on those days. Guess who struggled in their upgrade....despite having years on the airplane?
02-10-2024, 06:41 AM
#110
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Joined APC: Dec 2007
Position: Window seat
Posts: 5,294
I thought that was in reference to the UA hard landing in EWR. Unless I misread it last night. I thought the comment was made in reference to the UA EWR hard landing. Late night reading...might have screwed it up.
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