Emirates Training Dept
02-17-2012, 11:32 AM
#22
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Joined APC: Jun 2010
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Sorry for the slight thread drift, but inquiring minds want to know. What is the cockpit culture like out on the line? At Cathay and Emirates for example, is reading strictly verboten and frowned upon (in other words it doesn't happen at all)?
What about hand-flying? I hear that it's practically always coupled above 1,000' both on decent and climb out?
What about hand-flying? I hear that it's practically always coupled above 1,000' both on decent and climb out?
02-17-2012, 12:59 PM
#23
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Joined APC: May 2006
Position: A330/A340 Capt
Posts: 43
Originally Posted by WHACKMASTER
Sorry for the slight thread drift, but inquiring minds want to know. What is the cockpit culture like out on the line? At Cathay and Emirates for example, is reading strictly verboten and frowned upon (in other words it doesn't happen at all)?
What about hand-flying? I hear that it's practically always coupled above 1,000' both on decent and climb out?
What about hand-flying? I hear that it's practically always coupled above 1,000' both on decent and climb out?
At EK, you can hand fly up to 10,000 feet but you must have A/THR and FD unless inoperative.
As far as the culture, I'd say is fairly relaxed. Reading is ok, never had a problem.
02-17-2012, 01:46 PM
#24
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Joined APC: Jun 2010
Position: DOWNGRADE COMPLETE: Thanks Gary. Thanks SWAPA.
Posts: 6,600
Originally Posted by 767200
At EK, you can hand fly up to 10,000 feet but you must have A/THR and FD unless inoperative.
As far as the culture, I'd say is fairly relaxed. Reading is ok, never had a problem.
As far as the culture, I'd say is fairly relaxed. Reading is ok, never had a problem.
Hmm. Good to hear about the reading. I was under the impression that the long-haul flights were spent twidling your thumbs in between position reports. That's a little more relaxed than I would have expected at Emirates.
I see you're on the Bus. So even on the Boeing the policy is that you can hand-fly up to and down from 10,000', but ATs and FDs must be on at all times?
02-17-2012, 04:19 PM
#25
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Originally Posted by 767200
At EK, you can hand fly up to 10,000 feet but you must have A/THR and FD unless inoperative.
Do most Captains realize the need for some raw data flying and allow it?
What about hand-flying in IMC at a not so busy airport?
02-17-2012, 04:21 PM
#26
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Originally Posted by Typhoonpilot
It's called a P2 type rating, which is for first officers. P1 is for captains. The P1 and P2 can be transferred to an FAA certificate as an SIC rating. The only way to get a full type rating on the FAA certifcate is to go through an FAA approved course then take a type ride.
Typhoonpilot
Typhoonpilot
02-17-2012, 06:35 PM
#27
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Position: B777 Cpt.
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Originally Posted by Senior Skipper
That last part bothers me a bit. What happens when you're dispatched without the FD or A/T? Are you expected to be able to maintain the same level of proficiency?
This isn't only an Emirates problem, the whole industry has realized the need for improvement in manual handling skills.
Do most Captains realize the need for some raw data flying and allow it?
What about hand-flying in IMC at a not so busy airport?
What's the difference between the P1 type and P2 type?
02-17-2012, 06:55 PM
#28
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Thanks.
Surely a yearly hand-flying session won't substitute for actually doing it on the line. Assuming the wx isn't right down to mins, I'll sometimes go raw data on an approach. I suppose that would get me called into the CP's office?
You said that you hand fly visual approaches. Are you then allowed to turn off the FD?
Thanks for the P1/P2 clarification. Does the certificate say B777 P2 only? If so, how do you get around that problem when the CA is on break, and 2 FO's are up front?
Surely a yearly hand-flying session won't substitute for actually doing it on the line. Assuming the wx isn't right down to mins, I'll sometimes go raw data on an approach. I suppose that would get me called into the CP's office?
You said that you hand fly visual approaches. Are you then allowed to turn off the FD?
Thanks for the P1/P2 clarification. Does the certificate say B777 P2 only? If so, how do you get around that problem when the CA is on break, and 2 FO's are up front?
02-17-2012, 07:07 PM
#29
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Joined APC: Jun 2006
Position: B777 Cpt.
Posts: 95
Originally Posted by Senior Skipper
Surely a yearly hand-flying session won't substitute for actually doing it on the line.
Assuming the wx isn't right down to mins, I'll sometimes go raw data on an approach. I suppose that would get me called into the CP's office?
You said that you hand fly visual approaches. Are you then allowed to turn off the FD?
Thanks for the P1/P2 clarification. Does the certificate say B777 P2 only? If so, how do you get around that problem when the CA is on break, and 2 FO's are up front?
For augmented operations almost all F/O's get left seat trained and authorized to operate from the left seat in cruise. Ex cadet-F/O's have to have a certain amount of hours before they get left seat authorized.
02-17-2012, 07:45 PM
#30
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Not violating any SOP's. My airline still allows me to do a raw data approach. Obviously, I don't do it at the end of a long day, going into ORD when the wx is 200-1/2, but at some quiet class D airport- why not?
Sorry for misrepresenting you on the visual approaches. I suppose I'd find that a bit annoying. Unless APP mode is active, I find the FD distracting on a visual.
Any idea why EK seems so hell bent on forcing you to use the automation? Is it that they don't trust their pilots, or do they just want to get their money's worth since they paid for all the fancy equipment?
Thanks for all your input.
Sorry for misrepresenting you on the visual approaches. I suppose I'd find that a bit annoying. Unless APP mode is active, I find the FD distracting on a visual.
Any idea why EK seems so hell bent on forcing you to use the automation? Is it that they don't trust their pilots, or do they just want to get their money's worth since they paid for all the fancy equipment?
Thanks for all your input.
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