Gulfstream Girl
#81
It's about the quality. You can fly a 1000 hrs or you can fly 1 hr a 1000 times. As for your testament of modern aircraft, true, but even those countries at one point had older jets too, and they did it safely. Now I'll get flak for this, but the US military pulls it off too with low time pilots. They have rigorous selection methods, and then put them through real quality training. They come out safe pilots, and fly modern fast jets with 250-500 hours.
As for AF447, you're right that it was a lack of experience, but then even a 11,000 hr CA couldn't see what was happening. When all 3 pilots are clueless, that's a system failure and not just pilot error. And let's not talk from a high horse in the US, we've had some of the worst air disasters for some bad reasons, including pilot error.
As for AF447, you're right that it was a lack of experience, but then even a 11,000 hr CA couldn't see what was happening. When all 3 pilots are clueless, that's a system failure and not just pilot error. And let's not talk from a high horse in the US, we've had some of the worst air disasters for some bad reasons, including pilot error.
Last edited by Atlas Shrugged; 02-19-2013 at 06:54 AM. Reason: puncuation
#82
More evidence that experience and skill means nothing to modern aviation. The main thing that a fat logbook proves is your dedication to self destruction.
The right people will get hired over everyone else every time. Luck, circumstances and contacts are the only things that matter to ones career outcome.
Personally I can not invest myself into a situation where my effort and ability carries no weight. Might as well buy lottery tickets.
Skyhigh
The right people will get hired over everyone else every time. Luck, circumstances and contacts are the only things that matter to ones career outcome.
Personally I can not invest myself into a situation where my effort and ability carries no weight. Might as well buy lottery tickets.
Skyhigh
The right people will get hired?
Good. Rather have the right people than the wrong people.
You can not invest yourself?
You mention over and over again how you wish you could.
Once again you spend an amazing amount of time trying to justify your decisions, not only to yourself, but to the aviation population at large.
Shy - airline flying has often been described as the same flight over and over again.
I imagine that it is better than the CFI hour that you are trying to relate to with your 1 hr a thousand times over, but at that level of expertise, is it really that much different?
The US has reason to talk from a high horse position on many areas of aviation.
It runs one of the absolute safest aviation industries (every aspect of aviation) in the world on a consistent basis - year after year.
#83
Not Flak....
It's about the quality. .... Now I'll get flak for this, but the US military pulls it off too with low time pilots. They have rigorous selection methods, and then put them through real quality training. They come out safe pilots, and fly modern fast jets with 250-500 hours.
While you are correct that the military often is an ab initio program, the selection process as well as the training syllabus makes it a far different program than taking flying lessons from an FBO or University Flying Program.
First: physical standards. The military standards will disqualify (my estimate) about half of the applicants who could otherwise hold an unrestricted FAA Class 1.
Second: educational standards. I believe all four services require a four-year degree (Army WO program is my only question-mark). While a college degree is not a direct correleation to aeronautical success, it does give testament to mental ability to study, learn, apply, manage time, organize, etc....all skills which have a place in aviation.
I would estimate the predominant intelligence quotient of military officers I have worked with is in the 110-120 range, which means, they are above-average.
Third: Stress and Time-Compression: a student at ERAU who struggles can continue to train as long as he has enough money.
Not in the military, especially the Air Force. You're given 54 weeks to finish. If you are making progress, but not at the ascribed rate, you'll probably get washed-out. Done. Go away. Don't come back.
Sometimes they get washed-back a class, but rarely more than once.
This means weak-swimmers are usually eliminated.
Fourth: Aerobatics: in theory, one could go from Student Pilot all the way to ATP and never go beyond 60 degrees of bank, and +20/-10 pitch. All the services (Army is my question again) start in the primary phase with aerobatics. Why? It teaches a guy how to fly an airplane in any attitude, not just the ones he is used to. It teaches confidence. It teaches air-sense.
I had some pretty distorted ideas about spins prior to my military training, and I thought I was fairly well educated on the subject.
About one-third of all USAF students will fly the T-38, and they have to earn that potential in the T-6. Even after all the screening to get in, when they graduate, 50% of these guys will be in the bottom-half of their class. Only one-third to one-fourth of the T-38 guys will get a fighter.
Fifth: Supervision. Now a newly-minted USAF ab initio pilot, the heavy drivers will sit right-seat under the eye of an IP, and then experienced AC.
Fighter guys: after finishing their training (same limitations as 3 & 4 above), they will be wingman. About all they are good for is to follow Lead.
I had nearly 3000 hours total, and 700 in the F-4, before I really knew what I was doing.
As for AF447, you're right that it was a lack of experience, but then even a 11,000 hr CA couldn't see what was happening. When all 3 pilots are clueless, that's a system failure and not just pilot error. And let's not talk from a high horse in the US, we've had some of the worst air disasters for some bad reasons, including pilot error.
'Ab initio' in the military isn't the same thing as in the civilian world.
Last edited by UAL T38 Phlyer; 02-19-2013 at 07:46 AM.
#84
Degree not required for Army warrant but many have one and most eventually get one if they want to reach the top.
Army fixed wing pilots go through full stall and spin training in an aerobatic Zlin. We should get more training, but what we get is good. I did mine with a former F-18 driver, and I had some training in gliders as well on my own.
Army fixed wing pilots go through full stall and spin training in an aerobatic Zlin. We should get more training, but what we get is good. I did mine with a former F-18 driver, and I had some training in gliders as well on my own.
#85
It's about the quality. You can fly a 1000 hrs or you can fly 1 hr a 1000 times. As for your testament of modern aircraft, true, but even those countries at one point had older jets too, and they did it safely. Now I'll get flak for this, but the US military pulls it off too with low time pilots. They have rigorous selection methods, and then put them through real quality training. They come out safe pilots, and fly modern fast jets with 250-500 hours
T-38 Phyler did a great job addressing that, so I’ll just “ditto” his thoughts and move on.
When countries had “older jets”, they also had much older non-jets. They weren’t putting ab-initio graduates into the right seat of a DC-8 or 707 with less than 250 hours of actual flying time.
Even Lufthansa’s ab-initio program (which I assume would be one of the better programs) only gets their students about 200 hours of actual flying time over 2 years. That could be the best training in the world but 2 years and 200 hours isn’t going to compare to the kind of experience the typical civilian or military pilot gets as they work their way through the traditional path to an airline cockpit.
My point is that once a pilot arrives in the cockpit of a modern airliner, there is little opportunity to really increase his skill level beyond what he got there with and he’s basically done building the foundational skills he will use for the rest of his career. That’s just the nature of airline flying these days.
Autopilot use is part of life at an airline and it comprises almost all flying done by most pilots. Hand flying, when it’s done, is probably accomplished with auto-throttles on and a flight director leading him around by the nose. Even if he hand flies with all the magic off to cruise and during descent (which I doubt happens with much regularity), the crew is probably swapping legs which means the FO is probably only the flying pilot half the time he operates, if that. If he’s on a 777 or 747, then his chances to fly diminish even more with the addition of long haul operations, relief pilots, etc. Long haul pilots at most US airlines have to use the sim pretty regularly to remain current because they can’t get 3 and 3 every 90 days. Relief pilots or “cruise pilots” who never fly tend to be entry level jobs at some airlines.
I can teach a basic pilot with a small number of hours the rote procedural knowledge necessary to fly a modern airliner (especially with judicious use of the autopilot). You may find a few who might blossom into decent pilots because they were born with nature ability but the average guy will remain average. He’ll never be the same as a pilot who has spent thousands of hours hand flying, working his scan, basic stick and rudder skills and instrument approaches. He’ll be an adequate systems operator that can fly basic maneuvers, stick to the script, follow company procedures and read a checklist and that is about all. Throw him a serious curve ball and the fact that he really has very little flying skills to fall back on is going to become a serious issue.
As for AF447, you're right that it was a lack of experience, but then even a 11,000 hr CA couldn't see what was happening. When all 3 pilots are clueless, that's a system failure and not just pilot error. And let's not talk from a high horse in the US, we've had some of the worst air disasters for some bad reasons, including pilot error.
If the “bad reasons” for the aviation disasters you refer to aren’t pilot error, then they don’t really apply to this discussion. Pointing out potential issues with inexperienced pilots and potentially flawed training programs doesn’t constitute a “high horse”. When a country’s national airline’s annual flight schedule is 10% of the monthly fights of all the US airlines, pointing to them as an example of effective training simply because they lack a pilot related accident is an ineffective comparison.
#86
I remember flying with a female captain a few years ago. She was probably 50 years old but still pretty hot. I am sure she was smoking in her 20s. Anyway, she came up through the corporate ranks to get her time before she landed an airline job. In the few years she flew corporate she got 15 type rating! I guess she was just that good.....
#87
Boy, watching that video, she only proves she is a 250 hour pilot. Watch it again concentrating on her control inputs in comparison to the horizon. On both the takeoff roll and rollout, she drifts left of the center line. She never manages to set AND HOLD the pitch from rotation until that terrifying emergency (it looks like she almost levels off prior to gear retraction). She's workin' that yoke like she's milkin' a cow: back and forth, up 'n down. And in the flair, she's sawin' away, tryin' to find the ground.
The whole thing made me feel like I was putting a student pilot under the hood: exhausted and queasy.
Am I being too harsh on a 250 hour pilot? If she were flying an Archer full of checks, yeah. But she's a big girl flying a big girl airplane.
There is one good thing about her PIO's: they keep the spices in her rack from getting clumpy.
The whole thing made me feel like I was putting a student pilot under the hood: exhausted and queasy.
Am I being too harsh on a 250 hour pilot? If she were flying an Archer full of checks, yeah. But she's a big girl flying a big girl airplane.
There is one good thing about her PIO's: they keep the spices in her rack from getting clumpy.
Last edited by Noseeums; 02-19-2013 at 02:53 PM.
#88
Eats shoots and leaves...
Joined APC: Apr 2007
Position: Didactic Synthetic Aviation Experience Provider
Posts: 849
Now I'll get flak for this, but the US military pulls it off too with low time pilots. They have rigorous selection methods, and then put them through real quality training. They come out safe pilots, and fly modern fast jets with 250-500 hours.
As for AF447, you're right that it was a lack of experience, but then even a 11,000 hr CA couldn't see what was happening.
And let's not talk from a high horse in the US, we've had some of the worst air disasters for some bad reasons, including pilot error.
PS: After typing this I realized there was another page on this. T38 & Adler both hit it squarely on the head. To claim otherwise indicates you don't know what you don't know.
Last edited by bcrosier; 02-19-2013 at 03:10 PM.
#89
Gets Weekends Off
Joined APC: Dec 2005
Posts: 8,898
The US has reason to talk from a high horse position on many areas of aviation.
It runs one of the absolute safest aviation industries (every aspect of aviation) in the world on a consistent basis - year after year.
It runs one of the absolute safest aviation industries (every aspect of aviation) in the world on a consistent basis - year after year.
#90
Gets Weekends Off
Joined APC: Dec 2005
Posts: 8,898
Not giving you flak, but painting a more complete picture.
While you are correct that the military often is an ab initio program, the selection process as well as the training syllabus makes it a far different program than taking flying lessons from an FBO or University Flying Program.
First: physical standards. The military standards will disqualify (my estimate) about half of the applicants who could otherwise hold an unrestricted FAA Class 1.
While you are correct that the military often is an ab initio program, the selection process as well as the training syllabus makes it a far different program than taking flying lessons from an FBO or University Flying Program.
First: physical standards. The military standards will disqualify (my estimate) about half of the applicants who could otherwise hold an unrestricted FAA Class 1.
Second: educational standards. I believe all four services require a four-year degree (Army WO program is my only question-mark). While a college degree is not a direct correleation to aeronautical success, it does give testament to mental ability to study, learn, apply, manage time, organize, etc....all skills which have a place in aviation.
I would estimate the predominant intelligence quotient of military officers I have worked with is in the 110-120 range, which means, they are above-average.
I would estimate the predominant intelligence quotient of military officers I have worked with is in the 110-120 range, which means, they are above-average.
Third: Stress and Time-Compression: a student at ERAU who struggles can continue to train as long as he has enough money.
Not in the military, especially the Air Force. You're given 54 weeks to finish. If you are making progress, but not at the ascribed rate, you'll probably get washed-out. Done. Go away. Don't come back.
Sometimes they get washed-back a class, but rarely more than once.
This means weak-swimmers are usually eliminated.
Not in the military, especially the Air Force. You're given 54 weeks to finish. If you are making progress, but not at the ascribed rate, you'll probably get washed-out. Done. Go away. Don't come back.
Sometimes they get washed-back a class, but rarely more than once.
This means weak-swimmers are usually eliminated.
Fourth: Aerobatics: in theory, one could go from Student Pilot all the way to ATP and never go beyond 60 degrees of bank, and +20/-10 pitch. All the services (Army is my question again) start in the primary phase with aerobatics. Why? It teaches a guy how to fly an airplane in any attitude, not just the ones he is used to. It teaches confidence. It teaches air-sense.
I had some pretty distorted ideas about spins prior to my military training, and I thought I was fairly well educated on the subject.
About one-third of all USAF students will fly the T-38, and they have to earn that potential in the T-6. Even after all the screening to get in, when they graduate, 50% of these guys will be in the bottom-half of their class. Only one-third to one-fourth of the T-38 guys will get a fighter.
About one-third of all USAF students will fly the T-38, and they have to earn that potential in the T-6. Even after all the screening to get in, when they graduate, 50% of these guys will be in the bottom-half of their class. Only one-third to one-fourth of the T-38 guys will get a fighter.
Fifth: Supervision. Now a newly-minted USAF ab initio pilot, the heavy drivers will sit right-seat under the eye of an IP, and then experienced AC.
My point here: no one was regularly putting guys in bizarre circumstances in airline training, such as a full aft-stick stall, etc. (Colgan 3407; AF 447). If you don't train them for it, they won't know how to interpret....let alone react.
'Ab initio' in the military isn't the same thing as in the civilian world.
'Ab initio' in the military isn't the same thing as in the civilian world.
Don't forget, plenty of ex-military pilots have gone to airlines and crashed too. It's not just a civilian thing.
I think we need to improve airline training standards to go beyond just what is mandated in a PC per Part 121 regulations. For the Airbus guys, more emphasis should be done flying in alternate law (but the flying protections are like any other airplane in terms of low speed and high speed cues, minus a stick shaker).
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