Abuse the flaps and spare the speedbrakes!
12-13-2012 | 07:01 AM
#21
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From: Engines Turn or People Swim
12-13-2012 | 07:05 AM
#22
Prime Minister/Moderator
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From: Engines Turn or People Swim
I don't know if we have a policy but I haven't heard of anyone getting in trouble for go-arounds and of course I've done them before.
There's a difference between getting in trouble and getting asked a question...I'm not worried about getting in trouble but I don't want to even have the conversation.
SKW is better in every regard than my last union (alpa) carrier.
12-13-2012 | 08:03 AM
#23
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I don't know if we have a policy but I haven't heard of anyone getting in trouble for go-arounds and of course I've done them before.
There's a difference between getting in trouble and getting asked a question...I'm not worried about getting in trouble but I don't want to even have the conversation.
There's a difference between getting in trouble and getting asked a question...I'm not worried about getting in trouble but I don't want to even have the conversation.
Yes Rick, we all know you hated ALPA when you went to Mesa. Even though you've admitted you were stupid and didn't do your homework before applying/going to work there
12-13-2012 | 08:20 AM
#24
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From: Engines Turn or People Swim
True, but many pilots don't have a ball sack and are terrified of a call from a CP. Like when going out late and it didn't get coded, etc. I really don't care, the CP want's to call me and ask why, I simply tell him. He wants to ask why it didn't get coded? I'll tell him, I really don't care. But like I said, other pilots are terrified of answering that call. Hence some of the stupid things they'll do to get an out time.
True, so what? The difference between ALPA and Ornstein is that JO would tell you to your face that he was going to rip you off.
So why did representation even enter into a conversation about flaps? I don't need representation, I just don't want to talk to my CP on my day off.
I'm glad ALPA enables you to fly unstabilized approaches and do go-arounds...I'll try to keep that in mind for our next union drive.
Here's a clue...no airline pilot really needs representation to protect himself from getting nit-picked over little things. Companies which like to harass pilots for every little thing go out of business because their pilots start flying extra careful and writing everything up...20% on-time and 50% completion. I have personally seen at least one tool CP fired for that reason alone.
12-13-2012 | 09:05 AM
#25
Gets Weekends Off
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From: 767A (Ret)
A good CP acts as a buffer between the pilots and "nuisance" beefs from uninformed executives and bean counters. He'll send up a reply: "I checked this out, and there's nothing to it." That usually satisfies 'em. 
12-13-2012 | 02:01 PM
#26
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From: B757/767
What's the problem with your account? It takes 10 posts by you to activate the PM function. Looks like you have 10 posts now, so PM HSLD about your account issues.
12-14-2012 | 05:22 PM
#27
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From: Lunar Lander Commander
Overspeeding flaps is just as prevalent in cessna as it is in any other plane.
I was giving a checkride in a light twin once and I cleared the applicant for an approach a bit on the high side on purpose. It's a realistic scenario and you have recognize it and do something, ask for lower earlier, tell them you can't comply, etc. Besides, I know the area and I know the approach controllers don't give you the approaches any lower anyways. She barely made it work out, faster than profile though and trying to descend as fast as possible at all times. I gave her a mouthful about putting the gear down if you need to. Students are sometimes programmed to "not put the landing gear for speedbrakes", and that's great and I agree with it most of the time, but if you NEED TO PUT THE GEAR DOWN for speedbrakes, then DO IT. Classic "do what you need to do". It's hard to get people to perform at that level though. You give a slightly abnormal situation and everything goes to hell because they can't modify their usual profile for the situation.
I was giving a checkride in a light twin once and I cleared the applicant for an approach a bit on the high side on purpose. It's a realistic scenario and you have recognize it and do something, ask for lower earlier, tell them you can't comply, etc. Besides, I know the area and I know the approach controllers don't give you the approaches any lower anyways. She barely made it work out, faster than profile though and trying to descend as fast as possible at all times. I gave her a mouthful about putting the gear down if you need to. Students are sometimes programmed to "not put the landing gear for speedbrakes", and that's great and I agree with it most of the time, but if you NEED TO PUT THE GEAR DOWN for speedbrakes, then DO IT. Classic "do what you need to do". It's hard to get people to perform at that level though. You give a slightly abnormal situation and everything goes to hell because they can't modify their usual profile for the situation.
12-14-2012 | 06:40 PM
#28
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From: Volleyball Player
12-15-2012 | 12:52 PM
#30
Disinterested Third Party
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Companies which like to harass pilots for every little thing go out of business because their pilots start flying extra careful and writing everything up...20% on-time and 50% completion.
As for the use of flaps too soon; I haven't met many who do that.
Landing gear, however, doesn't need to be delayed until glideslope intercept. As an aircraft system, it's a tool there to be used like everything else.
Where short legs exist, throwing the gear out early for brake cooling isn't a bad thing, either.
