Ultimately what is always left out of this conversation is individuality. People on this forum love to generalize; 250hr pilot = terrible, 1,000hr CFI = greatness beyond all knowing. :rolleyes:

The fact is everyone is different. Some 3,500hr CFI's are, in fact, much better all around pilots than a 250hr pilot mill graduate, there is also a good number, however, that are not.

Being a pilot employs a myriad of skills (stick & rudder, judgment making, CRM, people skills, mathematics, etc.) and most pilots are not masters of all the skills involved. Some may be extremely strong in regards to one skill, and extremely weak in regards to another.

In my opinion, a great pilot is one that realizes he is not perfect and continually strives to better himself and increase his knowledge and skills. Great pilots are not just limited to the ranks of 1,000hr CFI's.

I agree with you on the stick and rudder aspect. My point however, is that there is more involved in flying a jet than stick and rudder skills. Systems knowledge, FMS/FMC knowledge and aircraft specific knowledge all come into play. Is someone that may lack in the stick and rudder department but has beyond average systems and FMC knowledge a worse pilot than the opposite?

"Most RJ pilots maintain a crab until just before touchdown as it requires less aileron and rudder input and is more comfortable on the passengers"

I use the same technique in a 767 as a 172. Crab until the flare, then nose straight with rudder and wing down into the wind. I think crosswind landings are a perfect example where light aircraft techniques carry over to flying jets. You can talk about bank angles as a limiting factor but I've never seen that play into the jets I've landed in a crosswind.

What is the maximum crab on touch down the gear can handle on 767 or 757? I've see video of planes landing all crabbed as the tires hit tarmack.

Nearly everyone can be taught stick and rudder skills... some are better than others. Decision making, judgment, confidence and alot of other intangibles make AVIATORS. Pilots are a dime a dozen, AVIATORS are a much smaller subset. I knew alot of fine PILOTS who just didnt cut it in UPT, because their judgment or lack there of was not up to par. And before somebody goes and has a flame for me..... I am of the belief that GOOD and GREAT aviators come from all backgrounds. Being from a military background is no assurance of anything and neither is any other background. Ultimately everyone must stand on their own ability. I have known great sticks from every aspect of aviation... as well as crappy ones. Great instructors and LOUSY ones... good check airman... and terrible ones. In the end.. I guess I would choose someone with average skills and GREAT judgment over great skills and lousy judgment, but thats just me.

HercDriver, you're right! What good are stick and rudder skills with no judgment?? You need a good balance of both...and I also think you are right about Aviators - there are very few in the skies out there, and they are what we should all strive to be...

Did you ever fly the DC8? I think that has a bank angle limit of about 8 degrees on landing...otherwise you strike a pod.

There's no question that each individuals insights, experiences and backgrounds vary. Along with each individuals rate and ability to learn essential concepts and skills; such as, stick and rudder skills and airmanship. In general, however, I do think that generation Y appears to be better positioned to learn new glass cockpit technology and at a much faster rate than previous generation X'ers, and prior. Though, in the areas of decision making/judgment and emotional maturity I do not think they have an advantage over previous generations. No doubt, the debate for and against whether a low time pilot should/should not be getting on the 121 band wagon before the magic 1000 hours or 1500 hrs as a CFI, or whatever, will continue on for as long as the state of the industry remains the way it is. IMHO, I think the success of a low time pilot in a 121 environment is highly dependent on the individual; their aptitude, attitude, previous experience/education; and the quality of the airline training that they receive. I agree that flight instructing can be a beneficial experience; but, even then only to a certain point and it’s not for everyone long term.

If a given individual is capable of making it through the airline hiring process and 121 training and has the right attitude and understands that they have much to learn from the guy/gal in the left seat, then why should they not go for it?

The CRJ-200 is limited quite a bit as well...in a 25kt x-wind, I came in just a few feet upwind of CL, crabbed until flare rotation, and cranked in just as much aileron as I dared (a hair over 5 degrees - I believe it's a wing-strike at just under 10 degrees), and I was shocked when the plane still wouldn't maintain CL - drifted a good 5 feet downwind before touching down...It's a funny feeling when you've got yourself all out there and cross-controlled, and there is nothing more that you can do but wait!

...That is what every professional CFI does every day.

A raw graduate of allatp's, delta connection, MAPD etc. increases their knowledge and skills because he is required to. A CFI held their hand the entire way. Now a Captain gets to.

One should do flying outside of being a student following a syllabus before moving on to an airline. CFI or not.