13+ Things your pilot won't tell you.

cencal83406 said:
Lol @ that one. Sat in the back of a 330 to Amsterdam in 2008 and they landed pretty hard. CA told me that he has been flying for 20+ years so he just didn't give a crap.

Oh, and the proper way to land a CRJ-200 is "firmly". So yeah, this one makes me LOL.
Click to expand...
Made me lol too, where do they get these people anyway?

JayAre said:
Someone needs to start a "10 things freight dawgs will tell you"
Click to expand...
  1. Runway in sight
  2. The weather was just a minimums
  3. No, I am VFR
Wut else
 
Cherokee_Cruiser said:
IMO, the passengers have a right to complain if their bags get lost. They pay an additional fee, above and beyond the ticket price, for their bag to get to the final destination. I've always thought if the airline can't get the bag there on time with you on your plane when you land, then they should refund the $25 bag fee. As for rotten service complaints, oh please. Like you will fly the plane differently because your pension is gone? IMO this is a lame one.
Click to expand...

Sort of, while having your pension taken doesn't give you the right to be an ass... pilots will still act that way

Aviation is like any other industry, you get what you pay for. And personally, I find it comical when people find this out the hard way when they buy a ticket on GLA or Spirit.

"What do you mean no refunds?" Lol
 
ahsmatt7 said:
United hiring. I'd like to know what I was doing around this time.
Click to expand...

Early 1980s maybe? Or maybe late 1980s, after the strike.

There are a number of lifer FOs over there who who they will never be able to pass an upgrade and are content to ride out their career in the right seat. That said, a bunch of the low time hires they made probably turned out just fine.
 
desertdog71 said:
Slamming it in and slamming on the brakes seems to be the preferred method. I'll continue to do it wrong.
Click to expand...

Well sure, but doing it "nice" in the summer or on a long runway vs the winter or a short runway...

I had one of the CRJ-200 flight test engineers riding along in back and I touched down "passenger smooth" in the first 1000-1500 ft, so he asked me "what happened with that landing?" Mind you this is on 21L (10,000 ft, dry) in DTW.

Smooth application of the brakes is a must, and any applications above 100 knots are really just creating heat and not helping stop that much.
 
GypsyPilot said:
Is it even possible to "slam" on the brakes of a 200? After mostly flying the 700 for the past year, I recently had a 200 trip and it felt like the damn thing had old drum brakes on it.
Click to expand...
I bounce back and forth a lot. So I'm either wondering why they won't grab or wishing I hadn't touched them at all.

As for the slamming on the brakes, I've noticed a desire to make quick turn offs that are unnecessary IMHO. Just a personal preference is all.
 
desertdog71 said:
I bounce back and forth a lot. So I'm either wondering why they won't grab or wishing I hadn't touched them at all.

As for the slamming on the brakes, I've noticed a desire to make quick turn offs that are unnecessary IMHO. Just a personal preference is all.
Click to expand...

I agree about that. Nothing worse than making a nice landing on a long runway, and then somebody slams the brakes on. It's a terrible way to do things.
 
BobDDuck said:
Early 1980s maybe? Or maybe late 1980s, after the strike.

There are a number of lifer FOs over there who who they will never be able to pass an upgrade and are content to ride out their career in the right seat. That said, a bunch of the low time hires they made probably turned out just fine.
Click to expand...
With the ATP and type requirement, doesn't everyone more or less need to be capable of being PIC? I know that's what I expect out of an SIC anyways.
 
z987k said:
With the ATP and type requirement, doesn't everyone more or less need to be capable of being PIC? I know that's what I expect out of an SIC anyways.
Click to expand...

Not really sure what passing an ATP checkride (especially in a sim) has to do with somebody being capable of being a PIC.
 
BobDDuck said:
Not really sure what passing an ATP checkride (especially in a sim) has to do with somebody being capable of being a PIC.
Click to expand...

Hmmm. I was told that I had to have CA knowledge of systems, FOM, and CFM to get the ATP. The only difference between the CA and FO at Endeavor is OE, line check, and a fed ride.

I was also quizzed on "CA" decision making in the sim for ATP.
 
cencal83406 said:
Hmmm. I was told that I had to have CA knowledge of systems, FOM, and CFM to get the ATP. The only difference between the CA and FO at Endeavor is OE, line check, and a fed ride.

I was also quizzed on "CA" decision making in the sim for ATP.
Click to expand...
I think the was more of a philosophical / rhetorical question.
 
Nark said:
I think the was more of a philosophical / rhetorical question.
Click to expand...

Sure. But I get the sense he has flown with way too many bump on a log FOs and has his vision colored with that "view" on them.

I on the other hand have to baby-sit CAs on the regular. "No you can't do this", "no I don't feel comfortable leaving with an open write up / issue not looked at by MX", "the book says this", "where are you going", etc.

My personal favorite was debriefing a CA on a potential go-around item only to be told "good thing you didn't call for a go around, I wouldn't have done it".
 
cencal83406 said:
My personal favorite was debriefing a CA on a potential go-around item only to be told "good thing you didn't call for a go around, I wouldn't have done it".
Click to expand...
Easy way to fix that. Just tell the tower you need to go around. When they cancel your landing clearance, look at him and say firmly, "You are not cleared to land. Go around."
 
You must log in or register to reply here.
Back
Top