You are in a great place, Say Alt, where you can impart knowledge to your sim partner, help raise his/her level, and most of all be supportive so they can understand the concept of team work, and CRM. If this is your first command as a 121, you can use all the positives and negatives when a F/O to help your sim partner out as you should have a good foundation as to what makes a good and not so good skipper. I'm sure they will be motivated to be a contributing member of your crew.

All the best and good luck with the upgrade.

Relax Capt. It's not my sim partner, although if it was you may rest assured I have, would, and will continue to do everything in my power to help as much as I can, regardless of how much or little time they have in their logbook.

Yeah, but in those situations the Capt is doing a lot more single-pilot flying than he or she ever should. Shhhh........don't tell the traveling public or the politicians or they might change more than just re-learning how to recover from a stall.

High performance jet vs low performance light twin, I wonder which one is harder to fly single engine, I'd say the twin. The avionics in a C172 can be more advanced than what is in an RJ or at least on the same level. Student pilots in 172s are flying RNAV approaches and using glass. After flying a light twin and moving to jets, I thought loss of an engine in a jet was pretty simple compare to a light twin. Multi time is almost pointless.

Wow! The narrow minded idiots on this forum!

Match the power and all is good! Only in tight taxi situations is differential power in play.

So you have 12 "engine outs" in 15 hours (really? it took 15 hours to get your multi?)

And you are better able to handle it 1000 hours later than the guy with 10 hours later, having had NO experience with it for at least a year?

You egocentric morons.

This.


Yes, you are. For any number of reasons, like familiarity/comfort with the aircraft & airspaces one regularly flies in, the radically improved SA 1000 hrs brings vs. low-time, etc, etc.


Is this really the majors forum??

We all know 'more time' is better than 'low time', but how much multi time is enough? The new FAR requires 1500tt, but no minimum of multi time, right? I'm guessing the training department is responsible for getting a guy with very little multi time up to speed on V1 cuts, as has always been the case.

Here's funny story for you. When I checked out as a 727 F/O, my sim partner, also checking out as a 727 F/O, was also a guard F15 pilot. On our first take off, I'm flying, the IP gives me an engine fire just past V1.

As I'm rotating, my sim partner is doing the memory items for the engine fire, to include pulling the fire handle and rotating to fire the bottle, as we are just lifting off the ground! To say he had 'fast hands' was an understatement. Well I was flailing wildly, with the sudden lost thrust, so at about 200' the IP hits the freeze button. He then looks to my sim partner and says, "What are you doing?".

"I'm doing the Engine Fire Boldface!".

IP says, "In an F15, maybe you do it that fast, but here, we wait until we have the airplane under control. Tim probably would have liked to have had that thrust right now, at least until we got to 1000'. These engines are on a pylon, you aren't sitting on top of them like in an F15."

So there was some 're-education' required in the transition to airline ops, even for a 'multi engine' F15 pilot with a few thousand hours of 'Multi Time'.

Training, Skill, and Experience trump total times any day of the week.

I seen guys/gals who claim to have 15,000TT, International Heavy Jet, Years of PIC in the Commuters and Check Running flying that I wouldn't let fly a ballon from the supermarket.

And I seen low time turboprop FOs do a fantastic job...Skills.

While speaking to a Legacy IOE CA,
He had a fresh FO straight out of training.
Its her (fo) takeoff and as they are rolling down the runway this CA looks over and sees her feet flat on the floor....hes says "Get you feet on those pedals!!!"

Once they get above 10k he questions her and what would she do if she had lost an engine.....her reply........."Thats what the rudder bias is for"

CA...." Holy Crap! What are they teaching you newhires in training??!?!?"

The 777 has Thrust Asymmetry Compensation. When it first came out, it was so good at putting in enough rudder to keep you going straight, some guys wouldn't realize they had lost an engine (in the sim) so the FAA made Boeing dial it back a bit, so now you do feel it when you lose one, but only a slight amount of rudder pedal input is required to keep it going straight, as opposed to a V1 cut with the "TAC Inop", which requires the usual amount.

On my 777 check ride, of course I got a V1 cut, but since we had been doing them with the TAC Inop for a week, I instinctively put in Waaayyy too much rudder, because on the chekride, the TAC was working! I told the IP,

"HEY, turn that thing off and I'll show you how it's done right!"

Talk about 'negative training'!

Another example of negative training, we had a crew who did lose an engine shortly after takeoff and the pilot flying hand flew it around the pattern and back for a landing. When someone doing an investigation asked him, "Why didn't you use the autopilot?" he said, "I forgot we were allowed to use that for an engine out!"

That was because on every checkride in the sim, we were required to demonstrate we could hand fly an engine out departure, approach, missed approach and back to a landing. So when it actually happened for real, he reverted to his training, which was to hand fly it.

Since that event several years ago, we are now 'allowed' (and required) to use the autopilot for an engine out approach, even an auto land, if the airplane is certified for it, and I'll bet you'd have to explain -why- to someone, if you didn't use it, to include an autoland, if wx conditions and winds were within limits.