love2bflying

First off, this is not meant to be a “whining session” or a “B#$&* Fest”... I am genuinely curious of the current Pilot group here at Mesa, what would you like to see improved, changed or eliminated?

pangolin

The Apathy. End that. Look at the turnout on the last vote. And it’s a huge increase over the past!

Mr Rumbold

1.radio work. it’s excruciating sometimes to listen to.
2.STOP putting the flaps up when we’re not clear of the runway.
3.those that say “no more than 280knots for spacing.”
4.if you’re FO, DONT talk to the ground crew when we’re at the gate. the ONLY person should be the captain talking to ground crew (on the headset, im talking about) had one FO last week continually doing this. I’d tell them they were clear to push tail east. They’d signal tail west. Before I could say tail east, the FO was saying it. STOP.

I’m sure the are others that’ll come to mind

terks43

The no handflying Rnav arrivals and departures. It promotes over-reliance on automation. The amount of times I’ve seen people fiddling around with the FCP on a sever clear day on the visual approach. Just disconnect it and go to the runway.

kevin18

#4. How would you like an FO to do that? Turn the ic off and yell to you hoping you can hear him/her? There are times where a CA doesn’t recognize the incorrect response. What sort of CRM would you like to encourage so that you don’t get pushed in the wrong direction?

pangolin

1-3 mentor your FO’s and educate them.

I have heard “call sign only” read back my mainline. Some people are just parrots.

4 - ground crews hear the instruction when the FO reads it back. Minor issue.

backtoregionals

#2 has to stop. I’m tired of these FOs putting flaps up before we even cross the runway edge much less the hold short line..the technical runway environment. I had one guy literally fresh off of IOE doing it, so that tells me we have check airmen not doing their jobs. I had one guy (not new) do it at 60 knots!!! We had a closed door talk at the gate. The check airmen need to just start failing these guys on line checks if they do it. Maybe that will get their attention? This is pre-solo stuff! Why is it people get to an airline and all of a sudden the rules don’t apply?

I’ll add a #5. A lot of people here don’t understand that a VISUAL approach means just that! You ARE NOT cleared to fly the published missed approach. Turbine pattern altitude is usually 1500’ AGL. STOP SETTING THE PUBLISHED MISSED ALTITUDE!!! That was also in a crew memo.

#6...EJET crew bags go in row 21-22...not row 7! Also in a crew memo and the CFM.

Mr Rumbold

I do mentor FOs. The flaps thing I don’t even wait for the gate to discuss. ..
the ground crew thing- I don’t mean for them to wait until a mistake has been made. What I mean is, the line of communication needs to be Ramp control to FO. I hear it, communicate to ground crew, they communicate back to me. Having another voice talking over me doesn’t help. It muddles.

Pattern altitude... yes, on a visual, pattern altitude should be set. However I’ve gone around at DFW on a clear day and they always assign 3000’ ... so it seems to make sense to do that.

oh and
5. When you’re briefing a visual approach in the day, you can leave out the ALSF-2 lighting or MALSR.. they’re not going to be turned on!!
6. When starting engines.. all you gotta do is bring the thrust lever over the gate. Don’t need to yank it up to practically TOGA to light it off.

and.. when leaving DRO... could we please get into (as a company) agreement on whether or not the obstacle departure procedure needs to be flown when it’s clear and a million daytime??!
i thought it was required regardless until under Denver’s control.. some check airmen say yes. Some say no.

terks43

From what I understand, talking to a few check airmen about the DRO thing, is that no one at the FAA wants to stick their neck on the line and answer that question for us. Apparently some of the check airmen having been asking our feds about this and they can’t get an answer.

flydrive

Just fly the ODP. It’s not that hard and it’s there for a reason.

Over at GUC, the controllers WILL get onto you if you don’t fly the ODP. Remember, It’s not just about obstacle clearance, but also about being where the controller expects you be before you establish contact.