Quote:
Originally Posted by CardboardCutout
The reality of the situation is that the highly experienced, top of the stanine test aviators are getting rather thin on the ground. I'm a noob in the international big plane sky gawd game, but after a couple of decades in "private jet" flying, the problems you're confronting seem pretty familiar, and I don't have an answer for you other than "do everything you can to bring the other guy up to where he needs to be". Not out of altruism, but out of rational, enlightened self-interest. Realistically, the guys who are going to the right seat in ACMIs (or LCCs, or anything that isn't a Legacy) are not going to be the aces of the base, for the most part. The thing is, the plane doesn't move without an ass in both seats. If the plane doesn't move, it gets parked or sold. I'm trying to learn as hard and fast as I can, as I suspect 90% of the noobs are. But taking the attitude of "you don't belong here" doesn't help anyone, including the salty. I agree, btw, that there are the 10%ers who just scream entitlement and want to raise the gear and stare at their phones, but most of us want to get to be competent, capable crewmembers, and we're dead anxious to absorb the knowledge you have. By helping us, you help yourselves.
Reverse your percentages and that is more of the true picture.
The issues that are going on are industry wide, not just at Atlas/Southern.
I was just on a Delta Airlines flight and on landing we were all over the place and had to do a go-around, "for traffic on the runway". Yeah right.
Those issues are a product of highly automated aircraft, where 8000 hours of experience means that there was only about 200 hours of actual stick time. Basic actual real "flying" skills versus "operating" an aircraft is the big issue. Those basic airmanship skills have eroded to a point that is horrifying at this point, mostly what I have seen is that they are completely non-existent. There is a lack of understanding of the basic concepts of anything that has to do with flying.
Fear - is if the "pilot" has to fly the aircraft with the autopilot off greater than 200' off the ground. I see too many people that if the autopilot would pack up it will be an emergency situation. VNAV is used in all situations as there is the fear that they will not be able to remember to slow down to 250 kts below 10,000'.
Sick and tired of hearing excuses that the airspace is too complex for hand flying. B*llsh*t! The airway structure has not changed from the days of flying the Classic out of VHHH with a FD, HSI, RMI, and the mighty Carousel IVA. The only thing that has changed is that the tolerances have tightened up. As long as your instrumentation is up to those tolerances you should have no problem. Nowadays you don't even have to tune a radio!
I will give this to you, there are some individuals out there that are either quite skilled, or have the attitude and aptitude to learn. They are in the minority.
What I will say is that majority of the newbies out there don't want to learn, are condescending, confrontational, and a trivializing lot. They don't have either the skills or that attitude/aptitude. The major issue with these types is this: THEY COMPROMISE SAFETY BY BEING A DISTRACTION.
I will always give everyone the benefit of the doubt, and a chance. What I will not do is coddle some idiotic, narcissistic clown, who needs to be the center of attention.
My responsibility is the safe operation of aircraft, period end of story. I endeavor to do the upmost to this goal. That means dealing with a crumbling maintenance infrastructure, clownage in the training department, a complete lack of morale, among other things, and yes, difficult, petulant children in the cockpit - oops "Flight Deck"
End rant.
Flame away, children.