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Originally Posted by nimslow
(Post 1215244)
You don't have to flat out accept it either. You have pro-standards. Thing is, a big part of being a good FO, is learning to be a chameleon. Know your stuff, do a good job, and realize there is a big difference between technique, and procedure.
Just because the other guy, or gal might not do it the way you would, doesn't mean they are doing it wrong. As painful as it may be, some of the stories you hear may be good. You might even learn some useful information, no matter what seat you are sitting in. The pilots you fly with may not have your experiences, but you might be able to learn from them. I make it a priority take something away from every flight, and every one I fly with, Good or bad. I dont question this, but the guy who is doing 200 kt out of CLT, and you try all creative ways to say do you want 250kts set, and then when you finally have to be like hey the departure requires 250 kts and then they get ****y sucks. Or the guy who starts 2 engines at the gate (and makes it clear they are doing it to waist money, like i dont pay for gas lets burn it) when its clearly a 30 minute taxi, ie metering in ORD already known, and the company manual says start 1 to save gas. That stuff gets old. Or when told to expedite your climb and your climbing under what the company recommends for normal ops, and they say something stupid like hey whats the manual say for this climb (ie your trying to get up higher for atc, and they want you to be going faster because the manual recommends it). That stuff gets old fast, esp when its against the manual and intentionally to screw the company, like guys flying .65 because they are on OT. |
Originally Posted by Wingtips
(Post 1215087)
1. I am not a mainstream Republican.
2. I dont get whats so exciting about Texas. 3.I am not scared 24/7 that we are about to get violated, have to double check half the radio calls, or get worried and just check in just in case when told to monitor a frequency. 4. I enjoy a little bit of chat during a flight. 5. I think its rude when giving the plane to a crew at an out station to write something up, when its a 30 minute turn, esp something small, like static in the headset jack. I am sure they loved waiting 3 hours for MX to drive in from their house at 7pm on a Sunday night. |
most of all im glad to see this thread alive.
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Originally Posted by What
(Post 1215217)
So today we had pilots who had started the transition training from the ATR to the jets told to pack their bags because they are going back to the ATR due to short staffing, not to mention that ORD CRJ has been running out of reserves for the last 4 days the day before, ha ha
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Originally Posted by What
(Post 1215217)
So today we had pilots who had started the transition training from the ATR to the jets told to pack their bags because they are going back to the ATR due to short staffing, not to mention that ORD CRJ has been running out of reserves for the last 4 days the day before, ha ha
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Originally Posted by nimslow
(Post 1215278)
Ok, I'll bite. Other than the ASAP part, Whats wrong with what you wrote? I'll take a firm landing, on centerline, in the touchdown zone all day, every day, over a nice smooth "floater", that touches down 4000' or more down the runway. Even if it's 15K feet long.
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Originally Posted by mrmak2
(Post 1215413)
You must be DFW-based. I generally prefer to use piloting skills to bring the plane gently back to earth while still staying on centerline in the touchdown zone at a reasonable speed.
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Originally Posted by mrmak2
(Post 1215413)
You must be DFW-based. I generally prefer to use piloting skills to bring the plane gently back to earth while still staying on centerline in the touchdown zone at a reasonable speed.
It's probably a lot rougher ride for the pax in the grass off the end, or EMAS, than that less than gentle touchdown. |
Originally Posted by Wingtips
(Post 1215481)
when I did my observation ride it was in DFW and the FO was kind of new, like 6 months on the line, and the captain took the airplane in 15mph guest 20mph head on, because the FO was 5 knots over REF, going into DFW at 200 feet. I just dont get it. Its dont get slow, and dont get super fast in my book, unless its keywest 5 knots are not going to kill anyone on a 12,000ft runway.
You are absolutely right, don't get slow, and don't get fast. Five knots isn't a big deal, but some people figure if five isn't a big deal, 10, 15, 20 etc isn't a big deal. That's a bad mindset to get into. |
Originally Posted by nimslow
(Post 1215573)
, but some people figure if five isn't a big deal, 10, 15, 20 etc isn't a big deal. That's a bad mindset to get into.
you're absolutely right, but what should i say next time i fly with a captian that chooses to land flaps 45(not the problem) on a 10k foot runway with 70% n1 to get that "greaser" job ! it makes me laugh when i hear captains getting uptight about an FO landing with +2kts over the vapp speeds, especially on a windy day ! oh the humanity !!! back on track, what's this new message regarding a contract that we have to abide by to secure flying? |
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