Multi- Time Strictness
03-07-2011 | 10:59 AM
#11
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From: Swing that gear
Getting some rest helps too... but that should be common sense for all of us.
I have flown with 10,000 + hour pilots that were horrible. I bet with 10,000 more hours they will still be horrible.
03-07-2011 | 11:40 AM
#12
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From: Piloto
Personally, to me, multi time just gets you the interview. You've either got "it" or you don't. Most have "it". The Colgan captain didn't have "it". I think most airlines are having some trouble filling classes with qualified folks so find yourself a friend at a regional to give you an internal rec. and I bet you'll get in. I know alot of people who started flying jets with 50 multi time but they had what it takes and all did and still do very well. Just because someone has done a lot of simulated engine failures in seminoles for 200 hours doesn't make him/her a better pilot than someone who did the multi ratings in minimum time and built a few hours after.
03-07-2011 | 12:38 PM
#13
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From: DD->DH->RU/XE soon to be EV
Because if that case wanted to be argued, it could be said that an F16 pilot that went and got his Multi add on so he could apply to a major has NO place being in a multi engine plane with his lack of multi engine experience.
It was an overall competence/rest issue.
I wonder how much multi time and how many V1 cuts the crew of the UAL 744 had before they almost smacked that one against the mountains in SFO a while back?
03-07-2011 | 12:40 PM
#14
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Buhlee dat banshee. You guys should look up the NTSB video on YouTube of the plane crash. He stalled the airplane and had enough altitude to recovery properly recover but continued to pull back on the flight controls. Anybody with 15 hours total in a cessna 152 would know better than that. The captain also had multiple check failures even after being a pilot with colgan. In my opinion the captain had no business flying that airplane even with 100,000 hours
03-07-2011 | 12:52 PM
#15
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Even if you had a 1,000 hours of multi before you applied to regional. How does 1000 hours in a light GA twin compare to flying a regional jet. Where does all the mixtures props throttles full forward flaps up gear up verify identify yada yada yada come into play with a RJ ? I lose an engine on takeoff in a PA-44 there is a good chance I am going no where but down. I lose and a engine on a RJ I still have a 1000+ FPM climb. Even the Vmc asymmetrical thrust pretty much gets thrown out the door with your engines mounted on the back of the aircraft when you fly an RJ. Point is 50 hrs of light twin time vs 500 of those same hours. What is the difference when it comes to moving into a jet ?
03-07-2011 | 02:11 PM
#17
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From: East coast
b. Even the Vmc asymmetrical thrust pretty much gets thrown out the door with your engines mounted on the back of the aircraft when you fly an RJ. Point is 50 hrs of light twin time vs 500 of those same hours. What is the difference when it comes to moving into a jet ?
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