We still don't quite speak the same language.

On the 320, the after start checklist can't be done until pushback is complete is the one I don't get. It's not "before taxi" anymore! So we sit there and pick our noses burning gas waiting for the waveoff that isn't on checklist anymore...


At least we don't have a super long callout at 80 knots anymore (remember "engine instruments checked"?) and don't call out every nuance of the FMA on CAT II/III...

See, I look at both sides of the coin. :)

Anybody fly in or out of SLC today? Apparently there were 90 mph winds in the valley with a strong easterly wind setting up a big mountain wave over the Wasatch range

Where do you find this information? I might take an early jump and go back and live in Asia for awhile...

Funny stuff right there... and somewhat true.

I love KimChee though.

This would create a thread of over 1000 pages on the DALPA forum.. Where's my popcorn?

Why do we need more memory items. How many items are so absolutely critical, that they have to be done from memory?

We should only have one memory item. Fly the airplane.


Well, and then pull out the red bordered hard card. :)

Look up Rishworth Aviation. They handle the contract jobs for Korean, Asiana, and among other asian carriers.

First page of the Korean Air thread on pprune (granted this was 2009) specifically mentions DAL pilots with western-only experience washing out of training, whereas DAL pilots with previous Asian airline experience did fine. I would think the culture would be the most difficult transition. I know a couple of guys who are flying for Asian carriers - the initial B767 course at one carrier took 6 months, and a CRJ course took 8 months.

Go to pprune.com. Their thread on foreign carriers has got a ton of info including the best contract agencies. Picking the right contract agency is 90% of the battle. A lot of guys available to give you the ins and outs, and all of the information is very recent.

Carl