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Originally Posted by flyallnite
(Post 1393066)
Why, that's because the training department is infallible. The instructors have extensive recency of experience on the line, and the distributed training is both informative and completely comprehensive. Now, back to highlighting the entire F.O.M.
Recurrent sims I've found focus on issues from the line and look to improve me as a line pilot... not just check off boxes because it's something they have to do like at the regional I came from. |
Originally Posted by Avgwhitemale
(Post 1392869)
Seasoned veteran! I always try to remember there is a reason these guys work for the FAA. I find it curious I have yet to fly a DAL trip with a former military tanker (strange group indeed) pilot yet most former military tanker pilots went and found employment with the FAA....:D
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Originally Posted by 80ktsClamp
(Post 1393072)
I can only think of one training session I've been through at DL that wasn't done extremely well. (day 1 of my first recurrent on the airbus. I really hate it when I have to eventually roll my eyes and just say yes sir, you are right... that's the only time I can think of having to do that at DL)
Recurrent sims I've found focus on issues from the line and look to improve me as a line pilot... not just check off boxes because it's something they have to do like at the regional I came from. |
Originally Posted by nwaf16dude
(Post 1393101)
Now that you mention it...I can only think of one AF tanker guy that I've flown with (that I can remember, anyway.) I seem to fly with P-3 guys a lot. Those P-3 guys usually buy the first round, which is the ultimate measure of a good captain, of course.
BTW...I have taken my fair share of abuse over the years. It has been said the Herk is made up of two guys who should have washed out of UPT and one that did....:p |
Former Cessna 172 pilots do it best.
Former Brasilia pilots find every airplane afterwards to be very simple and safe. |
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Originally Posted by Denny Crane
(Post 1392871)
+3! I'll take the slow rotation critique any day of the week. Piloting an aircraft calls for judging the current conditions which include (but are not limited too) type of aircraft, weather, runway length etc. The technique is not necessarily the same every takeoff.
I got a critique one time from an FAA guy sitting on my jumpseat that he thought I was a little too quick turning on the seatbelt sign. I told him I'd rather be on the safe side than sorry and if/when something happened, when I was standing in front of the board, I wanted to be able to say "the seatbelt sign was on." I will add that I'm NOT one who turns it on at the slightest bit of turbulence. My 2 cents worth!:) Denny |
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Originally Posted by flyallnite
(Post 1393066)
Why, that's because the training department is infallible. The instructors have extensive recency of experience on the line, and the distributed training is both informative and completely comprehensive. Now, back to highlighting the entire F.O.M.
Given that, I can't imagine a pilot going on his rest break while wearing said pullover sweater--after all, that would be contrary to FOM guidance and no pilot I have ever flown with would ever do that! |
Originally Posted by DAL73n
(Post 1393199)
I remember when I went through my first 737-800 school and they were teaching aggressive rotations to the correct pitch attitude. That lasted until my first T/O on IOE when I almost gave my LCA Captain a heart attack. Learned the benefits of a little slower rotation.
3 degrees per second - works with MD89 to the 777. All weights, flaps settings, ..... |
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