[QUOTE=tsquare;1589868]You're young (obviously). There is no such thing as "useless info" when it concerns your aircraft. There might not be anything you can necessarily do about a particular malfunction, but by having the level of systems knowledge that Captjns talks about, you can KNOW how your craft has been affected by the loss of a system or component. What you are alluding to is one of the things that are eroding the importance of our profession. Pilots are becoming button pushing monkeys. When all you have to do is read a checklist, and push the right button or throw the right switch, and live with the consequences of those actions; an intelligent thinking being at the controls is really not necessary. Couple that with dispatch making your divert decisions for you and what are we left with? Maybe you are comfortable with that. Frankly, I'm not. Over the North Atlantic in the middle of the night, as a passenger I would want to believe that there is a competent individual at the controls, not just someone that had a "crash course" in flying. Perhaps it is coming to that, and you as a "professional" feel that minimal knowledge about your aircraft is sufficient. If that is the case and that feeling is more rampant out there, it does not bode well for the future of this industry as a well paying one. Anybody that can read will do. As a matter of fact, they could put 1 "captain" onboard, and sell the FO seat to anybody that can read and is willing to sit up front for the entire flight...

How long is the escape rope on the crj200? Why are there v1 cuts on 13000 foot runways? What is the best way to use the symbol generator display? What is the tire pressure? How long are N1 blades? Ill try and think of some more stupid pointless questions while you answer these.

I'm guessing his technologically advanced Spell Checker wasn't working, and it was supposed to be "bolt".

It really sucks when the technology you've become addicted to takes a day off and you can't see obvious mistakes, or do anything, but push buttons...

Knowing how high the nose wheel strut sits off the ground and how much tire pressure is required does nothing but waste everyone's time in training. There is much more critical information and training that should be done. Thankfully the philosophy in training these days is much more reality based where if you can't fix it via the QRH or switch then it's best left to the MX guys.

Yes I am young (probably the same age as some of your kids) and that should have nothing to do with anything. It looks like I've struck a nerve with some people who wish it was still the 1960's glory days of aviation when captains were worshiped by everyone they came into contact with, when cockpit crews had 4 people, when passengers wore suits and the pilots all had "panel time" and an a&p course or two. Here is another shocker, in about 30 years the tom cruise top gun guys with square jaws, a Harley and to cute blondes on each arm will be replaced with an enlisted or contract guy weighing about 300 lbs in a air conditioned trailer commanding a drone. Times change, I'd still like a milk man to bring me ice cream and milk but these days I need to go to trader joes for that.

I agree. Minimum standards is good enough. I don't get paid enough to need to know all that stuff about my airplane. I just like to push buttons to make my plane go. If it breaks, it's not my concern.
Actually, what you’ve just said is one of the most insanely idiotic things I have ever read. At no point in your rambling, incoherent response were you even close to anything that could be considered a rational thought. Everyone in this thread is now dumber for having read it. I award you no points, and may God have mercy on your soul.

Sorry, Kids, I disagree. When I upgraded to the 737-400, F/Os had a 4 hour systems oral. Captains had a 6 hour systems oral.

I agree. That was probably overkill. However, you clowns don't even know the basics about how the systems of your aircraft work. In the military, the operative theory was "know your weapons system." In basic training, they made us assemble an M-14 blindfolded. Granted, it never was useful, but it emphasized that you needed to know your weapons platform intimately.

I hated having to be able to explain the process of one molecule of carbon from a Pterodactyl carcass to the tailpipe of a 737. Today, I can ask an F/O if he knows what the Pressurization knob controls in a 737 and they not only have no clue, but they don't even know the nomenclature of the system involved. For those of you who don't know, the answer isn't the pressurization system...its the Cruise Relay.

I recently spoke to a SWA Captain who had no idea the SFP package was installed in their 737-800s. Apparently, SWA didn't feel it was necessary to tell their pilots that the system was installed on their -800s. While it is standard equipment on the -900s, its an option on the -800s.

He mentioned he had done a F25 takeoff. That's when I told him if he had done an F25 takeoff, the SFP package was on his airplane. Not only was he completely ignorant of the fact, he didn't know that the LE Flaps on his airplane didn't go to Full Extend until the flap handle was moved out of the F25 detent.

"No wonder it didn't slow down," he said.

Sad.

Know your weapons system, boys. Its a matter of pride.

On the contrary, as the regionals are the new puppy mills creating the next generation of the magenta line. What a shame. I took those disciplines given me from the trusty 727 over to the NG.

I took it upon myself to learn other neuances of the NG not covered during training that may save save the day. I find the younger instructors know nothing beyond the covers of the FCOM. Question asked met with the response... "you don't need to know that.". Quite different overseas however. Most instructors are not pilots. You may not have to "know that". But you'll get an answer to every question.

Canoe asserts I guess Canoe never landed on a wet runway with the anti-skid inop. Hydroplaining Speed? Pretty important to me. Possibly to those under certain conditions too. But hey, I'm "Old School".

The old saying goes for all the Canoes in the cockpits all over the world... "A type rating, a plastic card issued by the FAA, and four stripes, a Captain does not make".

By the way where in the heck is a blot located on the aircraft? Is it aircraft specific?

You don't know what a blot is? And you call yourself a professional?

It's right next to the neuance.

I never understood the FAA's hydroplaning formula. It doesn't take into account the depth of contaminant, runway design, aircraft weight, tire width or distance between them on the gear assy, tire tread (or lack thereof)...

If TP is the only factor in hydroplaning, bald tires would be fine on your car as long as they're pumped up really good...

No... what you are displaying is a high level of immaturity. I absolutely hated learning to draw the electrical schematic system on the 727. Hated it. Felt exactly the same way as you are now advocating as a matter of fact. Now... 20 years later, I see there was a purpose in it. You are a classic end user. As long as it works, you're good to go. If there's a problem, somebody (hopefully) has figured out what to do, and will tell you. That is quite sad actually... and someday you might understand. It has nothing to do with going back to the glory days of the 60s or anything like that. It has to do with knowing your airplane. We are losing that part of our professionalism. Reading a checklist might be fine for you, but I prefer knowing more about my craft. An FO can be replaced with a fresh out of a six week "crash course" on reading English if things continue down the road you seem to adore. Fine with me, YOU are gonna have to keep your eye on 'em so that they don't throw down the gear mid flight, or shut down an engine or two.... because , hey, "there's a checklist for restarting the engine.. I saw it in the sim"....

Oh, and I don't have any kids....