Skywest Questions

n156499000 said:
On a precision approach, government charts use a lightning bolt to depict the lowest published glide sope intercept altitude, Jeppesen charts use the end of the feather. Two different means of depicting the same thing. Neither of them use the Maltese cross as the FAF for a precision approach.
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Right on, end of the feather for jep charts. See now I will remember that forever. Lol. Thanks!
 
ClarkGriswold said:
It's never fun flying with someone who plays line check airman and isn't one. In my experience the guys who do that crap are compensating for lackluster flying skills. O and is many times wrong in what they're preaching, i mean teaching.
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yeah, but you still have 1.75 years before you aren't a newhire...so you have that going for you
 
JDean3204 said:
That is correct. I had a conversation with my current CP about that and was corrected that day. Now if I recall, most of the approaches I have shot the bolt and cross were very close together so as far as setting up the approach and assuring a stabilized approach I would use the fix. Honestly this is why I love this job though, constantly learning, growing and fine tuning everything you can to become a better pilot everyday.
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There are actually lots of approaches where the FAF for the localizer is a significant distance from the GS intercept altitude for the ILS. It's been a couple years since I was instructing, but I used to have glaring examples to show my students.
 
word302 said:
There are actually lots of approaches where the FAF for the localizer is a significant distance from the GS intercept altitude for the ILS. It's been a couple years since I was instructing, but I used to have glaring examples to show my students.
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If you remember those examples by chance, send them my way. It will help cement my memory as to why it was not a good idea to use that logic. Other than the fact I embarrassed my self by admitting that on JC for everyone to snicker at ;)
 
amorris311 said:
Don't trust the training department?
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No, of course I trust them.

Look, the situation probably won't arise where it's appropriate, but keep in mind that my viewpoint right now is something like this: (1) I have a responsibility delegated to me by my employer to mentor and coach, and (2) I learned as much if not more from captains when I was a new hire, and I'm learning a lot from my FOs, too.

I guess the point is, we're all new around here.
 
Autothrust Blue said:
No, of course I trust them.

Look, the situation probably won't arise where it's appropriate, but keep in mind that my viewpoint right now is something like this: (1) I have a responsibility delegated to me by my employer to mentor and coach, and (2) I learned as much if not more from captains when I was a new hire, and I'm learning a lot from my FOs, too.

I guess the point is, we're all new around here.
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Mentor and coach is exactly that. Not play stump the dummy while at cruise. The FO's you fly with passed the same checkride you did and the company feels confident that they will be safe on the line.
 
"Kinda". We got through phases of "GO! GO! GO! You'll figure it out when you hit the line" like the debacle we went through when we first started throwing new hires in a mostly international category back in 2008. A lot of newbies literally had a 76 type and a clicky-clicky-clicky-okwannaridetotheairport long range navigation school.

It largely depends. Some people are ready, some people need to "de-regional" themselves vis a vis "Well, I was captain for 15 years at XYZ Express, you're the captain, I don't care what you do" generally changes the entire tempo of the operation because now I gotta make that speech.
 
Derg said:
"Kinda". We got through phases of "GO! GO! GO! You'll figure it out when you hit the line" like the debacle we went through when we first started throwing new hires in a mostly international category back in 2008. A lot of newbies literally had a 76 type and a clicky-clicky-clicky-okwannaridetotheairport long range navigation school.

It largely depends. Some people are ready, some people need to "de-regional" themselves vis a vis "Well, I was captain for 15 years at XYZ Express, you're the captain, I don't care what you do" generally changes the entire tempo of the operation because now I gotta make that speech.
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While I agree that there is a time and place to learn the nuances of international travel that's not a time to play stump the dummy. That's all I'm saying when it came to another users comments. To your other point it seems you have had this problem more than once with regard to first officers you fly with? If that's the case then there is a much bigger issue at play and hopefully ProStands gets ahead of that with monthly emails to the pilot group.
 
I really don't know. Systems knowledge on the Airbus is semi hilarious because the systems are going to do what the systems are going to do regardless of the diagram because they're bussed together in many cases, so it's kind of a moot issue on that jet as in "We've lost a LGICU but we've got to pull cargo and about ten passengers? Aroo?" (330).

There are some integration issues on some jets, largely because it's a little "tribal". I can generally tell if you're a "flow", "off the street" or a "SSP" in the first ten minutes and I'll brief accordingly.
 
ian said:
If my captain tried to quiz me or play stump the dummy with me we would be done flying together after the first leg.
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Come to the Airbus in DTW and please refresh me how you're gonna roll, son. :)

(All in love, you left yourself wide open there!)
 
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