Hand Flying policy
11-08-2017, 08:31 PM
#101
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Joined APC: May 2012
Position: Guppy Capt
Posts: 151
Originally Posted by ExperimentalAB
The problem here is the idea that we need to "brief the other guy" before hand-flying. That right there shows that the preferred and normal course of ops is using all the automation; it makes us look like mavericks when we click it off - an outrageous idea given our ultimate, professional duty to be masters of our craft.
11-08-2017, 08:39 PM
#102
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Joined APC: Oct 2005
Position: Trying not to crash
Posts: 1,260
Originally Posted by deadseal
Dude you have never been a FAIP. I would slow down on saying things of which you don't know
A 250knot T6 in the hands of a new hire is very different than a 152. I'm not saying it's the bees knees on SA development, but it's waaaay beyond the cfi world.
RSU, formation, EPs, briefs and debriefs....
come on
Oh and I diverted relatively frequently in the fighter world.
Particularly at osan for some reason
A 250knot T6 in the hands of a new hire is very different than a 152. I'm not saying it's the bees knees on SA development, but it's waaaay beyond the cfi world.
RSU, formation, EPs, briefs and debriefs....
come on
Oh and I diverted relatively frequently in the fighter world.
Particularly at osan for some reason
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11-09-2017, 04:52 AM
#103
Banned
Joined APC: Jul 2015
Position: systems analyst
Posts: 757
Originally Posted by detpilot
I've never been a FAIP. You've never instructed for over a thousand hours in civilian aircraft. Your advice is good, and I'll follow it. Perhaps you should do the same.
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Last edited by deadseal; 11-09-2017 at 05:28 AM.
11-09-2017, 06:21 AM
#104
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Joined APC: Oct 2005
Position: Trying not to crash
Posts: 1,260
Originally Posted by deadseal
Meh, I've got 700 GA hours in 52,72,80. Pretty sure I got a handle on it. But hey, if you want to "lump" t-6/t-38 faipdom in there with a civilian bugsmasher for some reason, then have at it brother. My current job is brainless, and being a faip was way more dynamic and demanding
Tell me you're not developing CRM while convincing an attorney that we need to turn the TKS anti icing fluid on, while trying not to get spatially disoriented as he hand flies (poorly) his Mooney in IMC in his airplane, in a way that doesn't pi$$ him off enough that you lose a client. "This fluid is XX/gallon, so why do I need to waste it if we're not even picking up any ice!"
Descent planning is a lot tougher when you have to worry about shock cooling a turbocharged engine from 25,000... Especially when you're teaching a 300 hour private how to negotiate relief on that crossing restriction.
All CFIing isn't just "buzzing around the pattern in a 172" any more than being a military IP is.
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11-09-2017, 10:10 AM
#105
Banned
Joined APC: Jul 2015
Position: systems analyst
Posts: 757
Originally Posted by detpilot
Relax... I'm not crapping on FAIPs, I respect your experience, and I'm sure it was quite demanding. I'm tired of people crapping on civilian cfis, is all.
Tell me you're not developing CRM while convincing an attorney that we need to turn the TKS anti icing fluid on, while trying not to get spatially disoriented as he hand flies (poorly) his Mooney in IMC in his airplane, in a way that doesn't pi$$ him off enough that you lose a client. "This fluid is XX/gallon, so why do I need to waste it if we're not even picking up any ice!"
Descent planning is a lot tougher when you have to worry about shock cooling a turbocharged engine from 25,000... Especially when you're teaching a 300 hour private how to negotiate relief on that crossing restriction.
All CFIing isn't just "buzzing around the pattern in a 172" any more than being a military IP is.
Sent from my SAMSUNG-SM-G891A using Tapatalk
Tell me you're not developing CRM while convincing an attorney that we need to turn the TKS anti icing fluid on, while trying not to get spatially disoriented as he hand flies (poorly) his Mooney in IMC in his airplane, in a way that doesn't pi$$ him off enough that you lose a client. "This fluid is XX/gallon, so why do I need to waste it if we're not even picking up any ice!"
Descent planning is a lot tougher when you have to worry about shock cooling a turbocharged engine from 25,000... Especially when you're teaching a 300 hour private how to negotiate relief on that crossing restriction.
All CFIing isn't just "buzzing around the pattern in a 172" any more than being a military IP is.
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11-11-2017, 06:04 PM
#106
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Joined APC: Jul 2009
Position: Seat: Vegan friendly faux leather
Posts: 984
Originally Posted by Anchuskydrvr
Here at UAL most guys/gals hand fly a lot on the bus,
I keed, I keed. But seriously, there is some CPU between you and the airflow.
11-11-2017, 09:37 PM
#108
Strike averted!
Joined APC: Mar 2015
Position: B737
Posts: 3,643
I was under the impression that both seats in the AF crash had opposite control inputs for most of the duration of the incident (which correct me since I know zero of Airbus stuff causes a different control mode?) ...and at one point had the aircraft in an attitude where recovery was possible, only to re-induce the attitude and descent rate of the initial situation which ultimately led to the demise.
11-11-2017, 10:08 PM
#109
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
Originally Posted by cardiomd
Oh come on, with the bus normal law are you every *really* hand-flying?
I keed, I keed. But seriously, there is some CPU between you and the airflow.
I keed, I keed. But seriously, there is some CPU between you and the airflow.
Any bus pilot that speaks of handflying the way he does is self identifying as a terrible bus and stick pilot.
11-12-2017, 02:56 AM
#110
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Joined APC: Oct 2005
Position: Trying not to crash
Posts: 1,260
Originally Posted by at6d
I was under the impression that both seats in the AF crash had opposite control inputs for most of the duration of the incident (which correct me since I know zero of Airbus stuff causes a different control mode?) ...and at one point had the aircraft in an attitude where recovery was possible, only to re-induce the attitude and descent rate of the initial situation which ultimately led to the demise.
Sure, it might not have happened had it been a Boeing, but it's not the fault of the airplane any more than any of the Boeing crashes which wouldn't have happened were the airplane an Airbus. (and there are a few)
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