SWA: "3 years left of pilot shortage"
06-10-2023, 05:18 PM
#91
Gets Weekends Off
Joined APC: Oct 2006
Posts: 2,853
Originally Posted by JohnBurke
I can't say I agree. Boeing built their manuals to be modified by each user; they even built their airplane to the flavor of the user. We used to operate 747's in which all the switches pointed forward for aft...and others in the same fleet that all pointed aft for off...depended what the operator wanted. For first-run airplanes, where the operator bought new, all good and well, but for those who are operating airplanes that have been somewhere else, the fleet may be mixed flavors. The truism, "we used to have a common fleet, but then we bought the second airplane" isn't such an unusual thing.
SWA's reputation for taxi speeds and brake use is known; but each operator does things a bit differently. It's one of the reasons that as a new hire, one is best not studying material from a different operator. There's more than one way to skin a cat or fly an aircraft, and it's important to fly it the way the employer who is paying the bills wants it flown.
If the employer allows the autopilot at 400' that's fine. Personally, I usually hand fly to 270, sometimes to cruise. If it gets busy, or there's distraction, or there's a problem, by all means, the autopilot is there, but I generally don't call for it until far above the minimum engage altitudes. Turns...depends on the location. Anchorage on 33, 600'. Guantanamo, right away. Gimpo...turn. They shoot at you not far past the airfield. Do as is appropriate.
I will admit, my respect for a pilot drops considerably when (s)he's calling for autopilot at 400. It really doesn't hurt to actually fly the airplane, and there's more than one way to fly a Boeing (correctly). More than one way an operator can call for it to be done, and it doesn't violate a sacred aeronautic ethic that it doesn't read precisely the same as the Boeing generic.
SWA's reputation for taxi speeds and brake use is known; but each operator does things a bit differently. It's one of the reasons that as a new hire, one is best not studying material from a different operator. There's more than one way to skin a cat or fly an aircraft, and it's important to fly it the way the employer who is paying the bills wants it flown.
If the employer allows the autopilot at 400' that's fine. Personally, I usually hand fly to 270, sometimes to cruise. If it gets busy, or there's distraction, or there's a problem, by all means, the autopilot is there, but I generally don't call for it until far above the minimum engage altitudes. Turns...depends on the location. Anchorage on 33, 600'. Guantanamo, right away. Gimpo...turn. They shoot at you not far past the airfield. Do as is appropriate.
I will admit, my respect for a pilot drops considerably when (s)he's calling for autopilot at 400. It really doesn't hurt to actually fly the airplane, and there's more than one way to fly a Boeing (correctly). More than one way an operator can call for it to be done, and it doesn't violate a sacred aeronautic ethic that it doesn't read precisely the same as the Boeing generic.
I turn it on after a few thousand feet and off around the FAF unless we get cleared the visual early. With as many complex SIDS/STARS, it’s an additive condition and places a lot of workload on the other guy so you can screw around hand flying to FL270. If you’re flying somewhere where it’s not busy…sure. If it’s busy airspace like DEN, it’s an ASAP waiting to happen (see altitude busts on the 10k’ hold down).
06-10-2023, 05:29 PM
#93
Gets Weekends Off
Joined APC: Mar 2017
Posts: 3,662
Originally Posted by JohnBurke
I can't say I agree. Boeing built their manuals to be modified by each user; they even built their airplane to the flavor of the user. We used to operate 747's in which all the switches pointed forward for aft...and others in the same fleet that all pointed aft for off...depended what the operator wanted. For first-run airplanes, where the operator bought new, all good and well, but for those who are operating airplanes that have been somewhere else, the fleet may be mixed flavors. The truism, "we used to have a common fleet, but then we bought the second airplane" isn't such an unusual thing.
SWA's reputation for taxi speeds and brake use is known; but each operator does things a bit differently. It's one of the reasons that as a new hire, one is best not studying material from a different operator. There's more than one way to skin a cat or fly an aircraft, and it's important to fly it the way the employer who is paying the bills wants it flown.
If the employer allows the autopilot at 400' that's fine. Personally, I usually hand fly to 270, sometimes to cruise. If it gets busy, or there's distraction, or there's a problem, by all means, the autopilot is there, but I generally don't call for it until far above the minimum engage altitudes. Turns...depends on the location. Anchorage on 33, 600'. Guantanamo, right away. Gimpo...turn. They shoot at you not far past the airfield. Do as is appropriate.
I will admit, my respect for a pilot drops considerably when (s)he's calling for autopilot at 400. It really doesn't hurt to actually fly the airplane, and there's more than one way to fly a Boeing (correctly). More than one way an operator can call for it to be done, and it doesn't violate a sacred aeronautic ethic that it doesn't read precisely the same as the Boeing generic.
SWA's reputation for taxi speeds and brake use is known; but each operator does things a bit differently. It's one of the reasons that as a new hire, one is best not studying material from a different operator. There's more than one way to skin a cat or fly an aircraft, and it's important to fly it the way the employer who is paying the bills wants it flown.
If the employer allows the autopilot at 400' that's fine. Personally, I usually hand fly to 270, sometimes to cruise. If it gets busy, or there's distraction, or there's a problem, by all means, the autopilot is there, but I generally don't call for it until far above the minimum engage altitudes. Turns...depends on the location. Anchorage on 33, 600'. Guantanamo, right away. Gimpo...turn. They shoot at you not far past the airfield. Do as is appropriate.
I will admit, my respect for a pilot drops considerably when (s)he's calling for autopilot at 400. It really doesn't hurt to actually fly the airplane, and there's more than one way to fly a Boeing (correctly). More than one way an operator can call for it to be done, and it doesn't violate a sacred aeronautic ethic that it doesn't read precisely the same as the Boeing generic.
Any ape can follow the guidance cues at this level of flying so it’s not like this involves skill beyond your average ATP, so not sure why you would lose respect for anyone that doesn’t fly to cruise.
In all honesty the only two times this has occurred was due to the first guy having a very bad experience of wake turbulence and the other didn’t understand the automation logic so just hand flew everywhere.
06-10-2023, 05:30 PM
#94
At your mom's house
Joined APC: Jun 2008
Position: cpt 737
Posts: 2,682
Originally Posted by at6d
Good thing they can engage the autopilot at 400’ now.
I'm sure we'll start seeing more of this. Of course the sooner someone I work with turns it on the longer I'll wait to turn on.
wanna see someone look at you sideways... turn it off at TOD.
the for tournament players turn off flight directors.
06-10-2023, 07:55 PM
#96
Gets Weekends Off
Joined APC: Nov 2022
Posts: 195
I’m not trying to prove anything in my life anymore. On as soon as I can press the button and off at 1K unless it’s an actual approach and damned straight that is staying on.
Side note, last training event I went raw data on takeoff. OMG the check airman went ape ****. He froze it and asked WTH I was doing. I explained I wanted to make it easier for the PM so raw data doesn’t require the PM to say or do anything. He chastised me so we did it again the way he wanted it done. On the ILS at 1K I went raw data again. Did the missed raw data out of BUR. Soooo much quieter and easier except for the check airman huffing and puffing. I wouldn’t do that in real IMC but in a sim to get under the skin of a check airman that is a problem child….very fun!
Side note, last training event I went raw data on takeoff. OMG the check airman went ape ****. He froze it and asked WTH I was doing. I explained I wanted to make it easier for the PM so raw data doesn’t require the PM to say or do anything. He chastised me so we did it again the way he wanted it done. On the ILS at 1K I went raw data again. Did the missed raw data out of BUR. Soooo much quieter and easier except for the check airman huffing and puffing. I wouldn’t do that in real IMC but in a sim to get under the skin of a check airman that is a problem child….very fun!
06-10-2023, 10:20 PM
#99
Disinterested Third Party
Joined APC: Jun 2012
Posts: 6,046
Originally Posted by Cyio
This proves nothing other than you could care less about the workload of your fellow pilot.
Your reading comprehension could use a lot of work, though.
06-11-2023, 03:55 AM
#100
Gets Weekends Off
Joined APC: Jul 2021
Posts: 158
Originally Posted by ZapBrannigan
The problem is that air travel is being treated as a public utility.
There are a shortage of medical specialists. You know that because when you try to make an appointment, they can’t see you for weeks or months. But nobody is trying to reduce the qualifications or requirements to become a specialist in medicine.
There are a shortage of medical specialists. You know that because when you try to make an appointment, they can’t see you for weeks or months. But nobody is trying to reduce the qualifications or requirements to become a specialist in medicine.
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