Is it in writing somewhere?

Lca meeting yesterday. Came from Anderson

If we can't use it for charts, can't use it below 10000, can't connect to the internet in flight, can't do my bids or recurrent on it, then no... it's just another heavy expensive brick I have to take out at security. Make it really functional and maybe I'll find it useful. It kinda makes sense since it sounds like the 717 program is getting a bit behind. I'm sure Microsoft has a warehouse filled with unsold Surfaces they're looking to unload.

Well said sir. I was in SVO when the 767 tailstrike happened. I heard it was a new hire FO, which makes sense because at the time the sim instructors were all breathing down your neck (literally) about "getting that nose up to V2-V2+10 right away!!!" The sim just doesn't rotate like an aft CG 7ER on a cold day. Maybe he rotated early too, I don't know, but I completely agree we are teaching a method that should really be considered a Transport Category airplane's version of a short field takeoff. No need to do anything quickly in a 400,000lb airplane.

I think the "Problem" might originate in the sim, because the instructor has to have some criteria to grade you on, they choose V2 to V2+15, so they harp on not exceding it, wich is great if you've lost an engine, but what about teaching what to do for a NORMAL takeoff??

Sweet! That's good news.

My God can beat up your God.

Hey now! I resembled the bolded in your post. The rest is debatable!

Unfortunately for me, before I went to OTS, I was not aware of the Guard/Reserve avenue...... I know, what a dumb***!

Denny

I argued this point also, once, with an LCA (not on a checkride), and his response was, "well, if we let you rotate slow on most take offs, you won't know to do it "by the book" when flying out of LGA on a wet runway....

I was speechless.

Agreed. We (the industry) puts WAY too much incorrect emphasis on flying a 2 engines working plane exactly like an engine out plane. If you hear "rotate" and haven't lost an engine yet, you've already significantly exceeded single engine TERPS criteria. By the time you get the nosewheel off the ground with two engines, you've blown it away. Yet we're taught to reflexively and agressively pitch for similar airspeeds at all costs.

Likewise, the industry is just now beginning to come around to fixing the insane stall [negative] training many carriers/fleets have been pushing for a long time. Approaching a stall? Hear/feel the shaker? Better pull back quickly because the checkride demands you not lose more than 100 ft of altitude!