Great response; I don’t know if you’ve sent in training critiques on these issues, but I know those are the best way to gain traction.

Some issues are clearly money driven, others have more to do with the syllabus itself or less often, just individuals. 787 by virtue of newest fleet, upheaval from Houston, and senior crews in training is in my estimation probably lagging the other fleets in customer experience. Hopefully that improves as average PI experience level increases.

Systems knowledge is never likely to come back up to what you or I feel should be baseline. Footprints are not increasing, so there is often precious little time to cover required AQP items let alone delve more in depth. That said, TK training is YOURS. No matter how much I feel like going home at 0100, i’ll gladly give you one more V1 cut. Or a V2 cut halfway through the LAS departure. Or dual engine failure off 04L. Take advantage of your access to the building. Not like anything else to do in the local area at the moment. But don’t let substandard training become the norm, critique good and bad on your flight home!

excellent post. I want to highlight what you said about it YOUR training. I can’t even count how many times I have finished early and the crew wants to catch the van, go back to the hotel, catch a flight.....I have stayed until 330am helping students who wanted to learn.

”we have a problem?” If a guy isn’t proficient with FMA displays on a GLS?? Classic. After I finished chuckling at the sight of you being so serious about something that 99% of us never see on the line, you’d have 2 choices. Teach it, or we get you replaced with someone who has more of a realistic line oriented view of training. If it’s not a memory item, you don’t get to look down your nose at line pilots who don’t memorize the book. That mentality may work with a scared new hire, but those of us who’ve been here long enough to know what matters won’t tolerate BS. Anyway, this thread is quickly devolving into something it shouldn’t , so I’ll bow out now.

Throw a spear and bow out? Bad form.

Do you find the GLS approaches to be difficult to set up? Confusing?

99% never see? Or 99% actively avoid?

I only flew the Guppy for 30 months... 2015-2018. I went to IAH and EWR a lot (they had GLS approaches), and I always asked for the GLS. On one occasion, I had a scab captain lose his mind when I briefed it and said he would not allow it. On another occasion, I had a former Airbus LCA (now a 737 LCA) also get very unhappy about my request. Granted, my demeanor probably p1issed them off more than anything... but those are two of the more memorable events in my 737 career.

You should probably fly with those two captains.

ADS probes on the ERJ. https://utcaerospacesystems.com/wp-c...ta-Systems.pdf


Sent from my iPhone using Tapatalk Pro

I agree ... over my 29 years at UAL I had nothing short of great training ... all instructors were great... only 2 training partners had issues ... both due to attitude ... one a Nasty swinging tool ... until he lost it on a few V1 cuts ... then decided to be a nice guy .... the other was a new hire like me but he was going to TK as an instructor and was ‘special’ ... didn’t need to study or work together ... girlfriend lived local ... never willing to go over stuff ... until late the night before our first check ... would I help him go over the flows .... man I’m in bed after a beer,I can’t help. UAL gave him a 2nd chance then showed him Quebec road. He never would have fit in at TK.

TK smokes JFK Blvd when it comes to training. Def best thing to come out of merger...

Honest question, is a GLS approach specific to the 737? I’ve never flown the 737 and have never done a GLS approach, I’ve heard people ask for it but it doesn’t even come up in my Jepps nor is it referenced in the 757/767 manual. I can see the approaches in the Jeppesen chart viewer in CCS though.

only the 737 and 787 can fly them.

Thanks, now I feel a little less dumb. :)