Has Atlas been hiring anyone without prior 121 or military experience?

 

When was the most recent class run? Thanks!
Tom

 

Greetings All - we should not be getting angry at each other for asking questions or making comments or contributions to this thread. No one comes into this world or this profession knowing everything and no one leaves knowing everything. Atlas is an aviation enterprise like all others operating for the sole purpose of delivering profitability and value to its shareholders and stakeholders. Atlas is not in the business of making careers for pilots...that's our responsibility so keep that in mind.

Above all, life is an individual choice and our career and life aspirations are all different...and that's ok! Lets continue supporting each other and advocating for our collective good...

 

most recent class was Feb. 3rd, 747

 

WRT the discussion of "to autopilot" or "not to autopilot", there is a time a place for both. Each has its merits. Knowing when to use each is not so easy when egos get involved. We all lean towards what we know and do best. Coming from a mil background, I love to hand fly the jet. In the sim my instructor told me to turn off the autopilot and hand fly the next approach, my partner laughed and said "he's been hand flying the whole time". It wasn't showing off or ego, it's just what I felt most comfortable doing. For the next 2 sims the instructor made me use the AP from 250ft until just prior to landing. This was because this is how the 747 is flown the majority of the time. I feel keeping my hand flying skills sharp is important so I can if/when they will be needed. Having said that, I had a great 2 day trip to South America (quito included) with a captain who took a great deal of pride in his ability to do both. Once we started talking, he taught me tons of information about the FMS and VNAV vs the MCP and speed restrictions, etc that I hadn't realized existed. In some instances, it was information I knew, but taught with greater application and understanding. The mysterious black hole know as FMS/VNAV is my weakest system on the plane. But understanding it better now and knowing what its thinking will make me a better crew member. I've now started paying more attention to what the LEGS page and VNAV pages actually mean. Why a CI point exists, the difference between a LEGS pg speed and a VNAV speed restriction. 2 days later I ended up on another South America trip with a different captain to Quito. This time I was ready to program the FMS correctly and able to explain to him why I did what I did. On the departure I used the fix page to ensure we were above certain altitude restrictions - we weren't. I explained it to him and we used a higher TO thrust setting. Now this may have been obvious to others but to me it wasn't - until someone taught me to be more comfortable with the FMS.

On the flip side I had a captain tell me he wasn't paid to teach and went back to reading his magazine. I thought he was joking - he wasn't. Experience over the years of instructing and evaluating I've noticed that those captains who are more secure in their own abilities and knowledge of flying will produce better FOs. This is because they know the limits of the aircraft and have taught themselves how to not get in bad situations. They have also taken the time to learn the entire system, not just what they're most comfortable with. Conversely, those who aren't confident in their own skills and abilities tend to be more authoritarian, less trusting, and demanding of fellow crew members. Covering their own deficiencies through the use of mandatory techniques (which may or may not be in line with the FCOM and other regulations), configuring for you when not asked, changing the FMS pages without telling you, or engaging various flight modes "for you" on the MCP. Often not realizing there's more than 1 way to arrive at the same point in space. That's not to say that FOs don't need help, but discussing a descent and what VNAV path means is far different than taking charge at the last second and making him feel stupid.

Don't be afraid of the FO hand flying if it's the appropriate time. The individual is probably just trying to learn. But when it's time to turn on and use the AP to its fullest capability then make sure that FO also knows how to program the FMS and interpret what it's telling you as a pilot. Both skills - hand flying and Autopilot usage - are equally important in todays environment.

 

KYTBRD - Thank you for that! That's more of what I would like to see and ultimately what I was referring to in my earlier post. Your contribution is invaluable and sets a good standard and precedent for those who are inspired to learn from sound leadership. Keep up the good stuff guys, we have an obligation to care for each other in this ever-changing career career and environment!

 

I'm guessing you've never experienced the joy of an AP that does a hard level off. If you have an FO who shows no signs of making a transition to a smooth level off, don't you as Captain, have the responsibility to speak up before the fact? Indeed, an F/O or anyone who flies like that is someone who clearly shows dimished hand flying skills and should be coached or get some additional training because it's pretty clear that they have gotten AP lazy and let their skills diminish.

Just to be clear on your wording...when is it you feel hand flying is appropriate?

 

Or we're just trying to knock some rust off...

We have a very odd CRM culture here at Atlas. Many of us have several years or more on type, and should be seen as an asset rather than a guy "just trying to learn" by hand flying and asking the captain questions.

Obviously, everyone up front is still learning all the time, but somehow your post struck the wrong chord.

 

What the man said. Sorry you had to deal with the "magazine reader." There's always one in the crowd, it seems...

 

CRM has a lot to do with avoiding difficulties between the seats. There's a time when it's perfectly fine to hand fly up to wherever you wish. When leaving somewhere with no particular altitude or speed constraints we often do that. When leaving somewhere with an RNAV departure there is no choice.... we are directed by company procedure to hook it up. When leaving somewhere as a two man crew with several restrictions on the departure and/or a busy terminal area it's wise in the interest of safety to let the magic work and free both pilots attention to watch for trouble. The important thing is that there's no surprises along the way. Make it a part of your brief to state your intentions. The other pilot(s) may think of something you've not considered. As stated before, automation and hand skills are both required in this business and both are appropriate at some times and inappropriate at others. The professional pilot knows the difference.