Yeah I figure a move to Envoy will mean an initial base in Chicago, having to bid DFW, then upgrading and being displaced elsewhere. I do however know of a captain upgrade that got to stay in DFW. That's why I figure if much of the time I'll be commuting, why not got for a better airline.

 

Which one, 200 or 900?

 

Endeavor had positive space on 2nd flight to work but not back home. We are ahead of retirees though non revving

 

Still you take off, blow one flying raw data; they go Back and look at the FDR, what you think they’d say? “Did we train you to fly a take off like that”?
All it takes is one little incident for them to see you messing around in THEIR airplane. Even after turning the autopilot on after losing an engine, they CAN still come back and screw you over something like this.
Do I believe pilots should remain proficient in flying the plane? Heck yeah, but don’t get cocky. At the end of the day your responsible for the people in the back and not your credibility on the Internet. I say this becuase a few monthes back had an FO, total thinks he’s the captain type, find him “practicing his CA flows” sitting in the left seat even before he’s been awarded the CA Spot and still hasn’t, liked to take off the autopilot at 10000 feet to stay proficient and bragged about how he thinks everyone should be able to do a single engine raw data etc and does all his take offs raw data. When i say to him I don’t want him doing that, he argues with me, tells me to show him where it says don’t do it etc.

 

If you are unable to perform a raw data takeoff without dramatically reducing safety margins, please do us all a favor and find another job. This isn't directed at you personally, just to anyone that happens to be reading this. It's too bad they decided to make a knee-jerk policy change due to some people not paying attention departing ATL.

Your FO sounds like a real piece of work, but not because he wanted to use a lower level of automation.

 

This has nothing to do with RNAV specifically. In rev 4, FD must be on for all takeoffs (Except MEL and w/ LCP). Forget about RNAV in reference to anything I've written.

Not a valid analogy. It would be analogous if you said that if any one of a laundry list of problems happens to the high tech during the procedure, the Dr. would have to revert to the old way and if he doesn't pull it off you die. And the old way is a perishable skill that can only be maintained by actually doing it regularly.

How about this brief: "your professional Airline Transport Pilots are not capable of doing what 100 hour Private Pilots are ostensibly trained and tested for."

Should be A-OK, they'll still allow it if you find it deferred and it's gonna be your first ever time giving it a whirl.

I don't see how anyone can fulfill that responsibility without being proficient and comfortable flying the plane. And I don't see how anyone can be proficient and comfortable flying the airplane without... flying the airplane.

 

Let me guess next you're going to want to practice V1 cuts to stay proficient.

How about you stay proficient with the manual and do what it says.

 

That's an old salty jingle but it's also true.

Should you strictly follow it when you're a few pixels low on the glideslope and it goes up into a climb like the space shuttle?

How about when it drives you into the localizer until the last second and then whips into max bank in the blink of an eye? And then still takes you into an overshoot?

How about all the regular overcorrecrions in speed mode like when it almost stops the climb when accelerating from 250.

And all those times (especially the first 2, during high workload situations) when I try to compensate and do a better correction/join, I have to ignore the FD for a while and that only adds a big amount to my mental workload as I'm trying to fly the attitude indicator looking through a non-centred FD. Far easier to just turn it off.

 

I plan to. It's my philosophy to follow the SOP even when I don't agree with it, unless there's an emergency or some other very extenuating circumstance.

So for the next few legs, I plan to enjoy my last few raw data takeoffs if the CA is OK with them, and which are allowed by the current manual.

 

You guessed it; mine was 200, his was 900. Looks like the company has recognized the lack of skills across the 900 fleet.

Not sure why this difference exists between the manuals. But as I have said all along, FD has been required for all RNAV SIDs by the FOM. Only now is the 900 being restricted to FD on ALL departures.