I would not say "EVERYTHING we are trained for in the box is to make up for our Piloting deficiencies". You are trained in the box to obtain the appropriate skill level and knowledge to safely operate that type aircraft.

 

You and UALT38Phlyer (sp) are correct. Airline Transport Pilots are not trained to recover from a fully developed stall in Airline Transport category aircraft nor required by FAR. Only company test pilots are trained for that regime of flight to develop the correct parameters to program stick shaker, etc software.
Doubt the philosophy will change. Even in windshear and CFIT, software guidance will not absolutely max out the performance based on specific parameters. Rather the program will assume some 'worst case' scenarios' to prevent inadverdant stall. If software guidance unavailable, then ususally given a stock pitch attitude for CFIt/Windshear recovery. Again, not optimal, just like leaving in current configuration, but statistically, will resolve for better more often than it wont and usually better than trying to become a test pilot at the time of the event.

 

Basic monkey-skills to operate the automation correctly...yes. Of course, they do expect you to come with basic instrument scan, etc..., and will wash you out if they find you lacking. But beyond that, they are not interested in training a better pilot...rather, they are looking for a well-trained puppy. Lke Koolaid...in a box!

 

I don't know what airline you work for but what you state has not been my experience at an airline. I headed up the training program at a regional prior to my current job and I can assure you that pilot skills were as if not more important than running the automation. Even when I went through 747-400 school flying the airplane is foremost with automation secondary. You can always turn off the magic if you ned to and just fly the bird.

I do think that what has changed in the past 20 years is the experience level of a lot of the newhire regional pilots. When I was at that stage of the game nobody would even look at you if you didn't have 2500TT/500ME. To upgrade was a minimum of 3500TT with 1000ME turbine. This was flying straight wing non autopilot beech's, metro's, etc. It used to be that if a low experience pilot was hired he/she gained experience hand flying many takeoffs, landings, and low approaches prior to even get the chance to fly an aircraft with a lousy autopilot. With todays RJ aircraft and all of its automation pilot skills that were once aquired prior to entering the regional or at least flying for a regional in a slow forgiving aircraft is gone.....

 

Seeing you are on the 744, I don't doubt for a second you've seen the days where Piloting skill was important. I should have been born many years earlier, because what I've seen today astounds me...We're not the same Pilots of yesterday (I'm one of the few that won't dispute that!), and neither the FAA nor the Company wants anything but that monkey in SAAB's avatar to push buttons...And I'll say it first: that is the difference between what happened on the Hudson and Buffalo.

 

well said, goes back to the background and training of a pilot.


PS Whats wrong with my avatar

 

The latest lawsuit has been filed claiming a lack of an 'airspeed alert device.' Maybe I'm missing something, but doesn't a stick shaker/pusher count as one? Oh well...
Latest Flight 3407 lawsuits point to lack of airspeed alert device : Home: The Buffalo News

 

"low-airspeed-alert systems to deal with engine slowdowns caused by ice"


Unbelievable, what a bunch of morons

 

Although most of the updates are now on my local news website. Looks like the national news lost their interest already.

 

Great, if I ever ( again ) miss a turn in my car I will sue the brand for "lack of alerting device for turning the wheel when the road turns"
How does that sound?