High Failure Rates - Atlas / Southern
#101
Disinterested Third Party
Joined APC: Jun 2012
Posts: 5,926
I've not complained in the least about my life, nor suggested it was miserable.
Your reading comprehension suffers.
You appear to be suffering from the same problem. Read the damn thread.
#102
#107
Banned
Joined APC: Feb 2017
Posts: 2,275
Reverse your percentages and that is more of the true picture.
The issues that are going on are industry wide, not just at Atlas/Southern.
I was just on a Delta Airlines flight and on landing we were all over the place and had to do a go-around, "for traffic on the runway". Yeah right.
Those issues are a product of highly automated aircraft, where 8000 hours of experience means that there was only about 200 hours of actual stick time. Basic actual real "flying" skills versus "operating" an aircraft is the big issue. Those basic airmanship skills have eroded to a point that is horrifying at this point, mostly what I have seen is that they are completely non-existent. There is a lack of understanding of the basic concepts of anything that has to do with flying.
Fear - is if the "pilot" has to fly the aircraft with the autopilot off greater than 200' off the ground. I see too many people that if the autopilot would pack up it will be an emergency situation. VNAV is used in all situations as there is the fear that they will not be able to remember to slow down to 250 kts below 10,000'.
Sick and tired of hearing excuses that the airspace is too complex for hand flying. B*llsh*t! The airway structure has not changed from the days of flying the Classic out of VHHH with a FD, HSI, RMI, and the mighty Carousel IVA. The only thing that has changed is that the tolerances have tightened up. As long as your instrumentation is up to those tolerances you should have no problem. Nowadays you don't even have to tune a radio!
I will give this to you, there are some individuals out there that are either quite skilled, or have the attitude and aptitude to learn. They are in the minority.
What I will say is that majority of the newbies out there don't want to learn, are condescending, confrontational, and a trivializing lot. They don't have either the skills or that attitude/aptitude. The major issue with these types is this: THEY COMPROMISE SAFETY BY BEING A DISTRACTION.
I will always give everyone the benefit of the doubt, and a chance. What I will not do is coddle some idiotic, narcissistic clown, who needs to be the center of attention.
My responsibility is the safe operation of aircraft, period end of story. I endeavor to do the upmost to this goal. That means dealing with a crumbling maintenance infrastructure, clownage in the training department, a complete lack of morale, among other things, and yes, difficult, petulant children in the cockpit - oops "Flight Deck"
End rant.
Flame away, children.
The issues that are going on are industry wide, not just at Atlas/Southern.
I was just on a Delta Airlines flight and on landing we were all over the place and had to do a go-around, "for traffic on the runway". Yeah right.
Those issues are a product of highly automated aircraft, where 8000 hours of experience means that there was only about 200 hours of actual stick time. Basic actual real "flying" skills versus "operating" an aircraft is the big issue. Those basic airmanship skills have eroded to a point that is horrifying at this point, mostly what I have seen is that they are completely non-existent. There is a lack of understanding of the basic concepts of anything that has to do with flying.
Fear - is if the "pilot" has to fly the aircraft with the autopilot off greater than 200' off the ground. I see too many people that if the autopilot would pack up it will be an emergency situation. VNAV is used in all situations as there is the fear that they will not be able to remember to slow down to 250 kts below 10,000'.
Sick and tired of hearing excuses that the airspace is too complex for hand flying. B*llsh*t! The airway structure has not changed from the days of flying the Classic out of VHHH with a FD, HSI, RMI, and the mighty Carousel IVA. The only thing that has changed is that the tolerances have tightened up. As long as your instrumentation is up to those tolerances you should have no problem. Nowadays you don't even have to tune a radio!
I will give this to you, there are some individuals out there that are either quite skilled, or have the attitude and aptitude to learn. They are in the minority.
What I will say is that majority of the newbies out there don't want to learn, are condescending, confrontational, and a trivializing lot. They don't have either the skills or that attitude/aptitude. The major issue with these types is this: THEY COMPROMISE SAFETY BY BEING A DISTRACTION.
I will always give everyone the benefit of the doubt, and a chance. What I will not do is coddle some idiotic, narcissistic clown, who needs to be the center of attention.
My responsibility is the safe operation of aircraft, period end of story. I endeavor to do the upmost to this goal. That means dealing with a crumbling maintenance infrastructure, clownage in the training department, a complete lack of morale, among other things, and yes, difficult, petulant children in the cockpit - oops "Flight Deck"
End rant.
Flame away, children.
#109
The ramifications of a GNE , or worse , to the entire Atlas transatlantic operation requires professional , detailed and thorough training by experienced aviators. If you don't understand what a GNE is , or as an organisation , don't give a damn- you shouldn't be on the Atlantic and the authorities will be very unforgiving of mistakes.
Unless the FAA requires an oceanic crossing during OE it’s never going to happen.
It’s entirely possible for a new FO to somehow not do an Atlantic crossing in 1.5-2 years.
Same for Captains by the way
#110
Gets Weekends Off
Joined APC: Sep 2014
Posts: 684
First of all, the part that IS required is Class II Nav on OE. That just usually happens to be an ocean. Any ocean.
Secondly, in the years before this rapid expansion at Atlas, NO ONE would be signed off OE unless they specifically logged a NAT crossing--even though it is not specifically required.
Unfortunately that became too inconvenient for the managers--the "policy" started to delay OE for some--so they just settled on any ocean crossing. LAX- NRT; ANC-ICN; HNL-SYD; they're all the same to a manager as the NAT.
And look where that got us.
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