"Are Airline Pilots Forgetting How to Fly"
08-30-2011, 06:14 AM
#11
Gets Weekends Off
Joined APC: Mar 2008
Posts: 2,919
Originally Posted by asupilot
Newer pilots suck these days. All of us, period. Civilian, military, all of us. 250 hour college "wonders" going to RJs, bullsh!t. Dudes making it to the majors who've never been upside down in an airplane, bullsh!t. Lts and young Capts in the military flipping on the A/P ASAP, bullsh!t (I immediately crush that). The barrier for entry into this profession needs to raise. Elevate. Proof: Colgan 3407.
F U P M !!!
08-30-2011, 06:19 AM
#12
At home on the maddog!
Joined APC: Mar 2009
Position: ATL MD-88A
Posts: 2,874
Originally Posted by tsquare
I'm just curious.. you have been very vocal about the decline of this profession. Why would you encourage your son to go into it? And... as a major? Of all people, I would think that you would be steering him toward something... anything else as a backup. Not flaming, just asking.
You are correct that I think this profession is in decline. But I don't think it's irreverseable. It's really pretty simple, IMO. In life, for the most part you get what you pay for. At some point (if not already), that will become evident with airline pilots. Once corrected, I think the profession will once again be worthwhile... for the right person. His timing could be good. Or not. As you are well aware, timing is everything in this industry... always has been. But fix the pay, and I think the quality of entrants will be back up to where it should be. But my son is fully aware of both the bad stuff and the good stuff. And, yes, in spite of my criticism (mostly centered around extreme and unnecessary pay cuts), there is a lot of good. I still really enjoy this job... even after all these years. I look forward to going to work, and I enjoy working with the top notch professionals with which I have the privilege of working. There's a lot to be said for earning a living doing something you truly enjoy!
But thank you for asking.
08-30-2011, 06:25 AM
#13
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 11,989
Originally Posted by tsquare
I'm just curious.. you have been very vocal about the decline of this profession. Why would you encourage your son to go into it? And... as a major? Of all people, I would think that you would be steering him toward something... anything else as a backup. Not flaming, just asking.
A lot has to do with the Feds abandoning the principle of "preemption." Our locals have figured out how to milk the airport as a cash cow. Around here the balance between "corporate" and "private" aviation operations has swung to nearly 100% in favor of those who write their aviation activities off on their taxes.
As written here on this board, training has gotten priced and regulated so that a CFI with an C152 does not have a chance. The puppy mills will make the lowest priced, lowest common denominator, type pilots who are "qualified" under the regulations. That's why the regulations need to include a little of this:
Who here thinks a "rolling 360 turn" needs to be on the Commercial pilot practical?
08-30-2011, 06:36 AM
#14
Moderator
Joined APC: Oct 2006
Position: B757/767
Posts: 13,088
Maybe we need better rest rules???? Or maybe a guy shoudn't be allowed to be on short call for 12 hours & then go fly another 12 hours? Hmmmmmm.......if only there was some way to change those................
Or maybe if regionals wouldn't hire guys with 250 total hours to fly a swept wing jet they wouldn't have to worry about this.
Or maybe if regionals wouldn't hire guys with 250 total hours to fly a swept wing jet they wouldn't have to worry about this.
08-30-2011, 06:38 AM
#15
Gets Weekends Off
Joined APC: Nov 2008
Position: Knuckle-dragging line pilot
Posts: 943
I was jumpseating on a DAL 757 last week and I noticed that the ACARS spit out a report criticizing the rotation rates on takeoff/landing, which the PF read, shrugged and tossed in the trash.
That could cut both ways - you know immediately if you're off the standards instead of waiting for a line check or the sim, but especially if it gets reported to the brain trust, that level of scrutiny would get most of us to engage the autopilot as much as possible.
We started using FOQA recently and Safety has found plenty of issues to tackle, but I can see where micromanaging would push us toward using more automation, not less.
That could cut both ways - you know immediately if you're off the standards instead of waiting for a line check or the sim, but especially if it gets reported to the brain trust, that level of scrutiny would get most of us to engage the autopilot as much as possible.
We started using FOQA recently and Safety has found plenty of issues to tackle, but I can see where micromanaging would push us toward using more automation, not less.
08-30-2011, 06:41 AM
#16
Gets Weekends Off
Joined APC: Apr 2008
Position: LAX ERA
Posts: 3,457
Originally Posted by Bucking Bar
Who here thinks a "rolling 360 turn" needs to be on the Commercial pilot practical?
Stay with me here. For traffic/collision avoidance, knowing how to do a simple rejoin makes one better aware what is becoming a dangerous situation and how to avoid it.
But extra training cost money and puppy mills are all about graduations and yield.
08-30-2011, 06:42 AM
#17
Moderator
Joined APC: Oct 2006
Position: B757/767
Posts: 13,088
Originally Posted by captainv
I was jumpseating on a DAL 757 last week and I noticed that the ACARS spit out a report criticizing the rotation rates on takeoff/landing, which the PF read, shrugged and tossed in the trash.
That could cut both ways - you know immediately if you're off the standards instead of waiting for a line check or the sim, but especially if it gets reported to the brain trust, that level of scrutiny would get most of us to engage the autopilot as much as possible.
We started using FOQA recently and Safety has found plenty of issues to tackle, but I can see where micromanaging would push us toward using more automation, not less.
That could cut both ways - you know immediately if you're off the standards instead of waiting for a line check or the sim, but especially if it gets reported to the brain trust, that level of scrutiny would get most of us to engage the autopilot as much as possible.
We started using FOQA recently and Safety has found plenty of issues to tackle, but I can see where micromanaging would push us toward using more automation, not less.
We also have the feature on the 320, & I would say 50% of the time it reports a rotation rate of 0 degrees per second. So either it's not very accurate, or we double as a Harrier!
08-30-2011, 06:43 AM
#18
Gets Weekends Off
Joined APC: Apr 2008
Position: LAX ERA
Posts: 3,457
Originally Posted by captainv
I was jumpseating on a DAL 757 last week and I noticed that the ACARS spit out a report criticizing the rotation rates on takeoff/landing, which the PF read, shrugged and tossed in the trash.
That could cut both ways - you know immediately if you're off the standards instead of waiting for a line check or the sim, but especially if it gets reported to the brain trust, that level of scrutiny would get most of us to engage the autopilot as much as possible.
We started using FOQA recently and Safety has found plenty of issues to tackle, but I can see where micromanaging would push us toward using more automation, not less.
That could cut both ways - you know immediately if you're off the standards instead of waiting for a line check or the sim, but especially if it gets reported to the brain trust, that level of scrutiny would get most of us to engage the autopilot as much as possible.
We started using FOQA recently and Safety has found plenty of issues to tackle, but I can see where micromanaging would push us toward using more automation, not less.
08-30-2011, 06:47 AM
#19
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 11,989
Originally Posted by Ferd149
I like it! I'll add a little basic formation flying too.
Stay with me here. For traffic/collision avoidance, knowing how to do a simple rejoin makes one better aware what is becoming a dangerous situation and how to avoid it.
But extra training cost money and puppy mills are all about graduations and yield.
Stay with me here. For traffic/collision avoidance, knowing how to do a simple rejoin makes one better aware what is becoming a dangerous situation and how to avoid it.
But extra training cost money and puppy mills are all about graduations and yield.
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