Am I nuts?
- Thread starter podrick
- Start date
///AMG
Well-Known Member
Not that any of the bad things have affected me yet really, but it does seem like a read through "Hard Landing" and "Flying the Line" (at least Vol 2) should be required prior to day 1.
Right?! I never flew the Brsillia but it was a gentleman’s airplane. It had an APU and an autopilot, a cockpit door, an FA and a lav.
The rest of us grinded it out in Metros and J31s and Beech 1900s. The lucky ones in Saabs, Shorts, and the elite in the Dash and the Brasillia.
Kids today are spoiled.
What's an APU, a lav, a cockpit door or a flight attendant?
I had to close my own door!
phill1174
Well-Known Member
If I didn’t know any better I’d think you flew the MD-11 at Brown.
Maybe I’m just a massive nerd, but I’ve never understood pilots like that. I’ve met people at SJI that want nothing to do with a 757 because they think the cockpit is too old and outdated..
I guess I’ve always equated interest in aviation with thinking older planes and airline history is cool.
Same, except I had to either reach across a pax to close the door (C310), or close the door and crawl across pax to get to my seat (C401).
Hiboglossi
The Most Depressing Person
That's pretty much how I got interested in it. So I do find it surprising that a pilot would know that little about airline history- especially being unfamiliar with an aircraft as remarkable as the L-1011.
It also surprises me that the 757 cockpit would be considered outdated, since it and the 767 have by far the most capable avionics I've flown with, though it's true you can tell the cockpit is a somewhat earlier design than the EMB-145s I was flying previously.
Skåning
Well-Known Member
Cherokee_Cruiser
Bronteroc
Make fun of it all you want, it’s still robust as hell.
Unlike Fifi…
Oh you got a RA 2 flag?
That’s an easy fix! Go to the Rad Nav page and put 108.00 on the LS frequency.
That’ll solve it.
(No seriously, that will solve it)
Um. What?!
///AMG
Well-Known Member
Damn man. That is weak sauce. I don't GAF about WB, international, and most other things, as long as the paycheck and QOL is good. But one very specific regret I do have with my choice, is that I will never fly a 757 here. She is the hottest, all legs girl, in the sky. I don't get at all excited when I look at airliners. I probably can't correctly identify between a 777 vs a 330 vs a 350 and maybe a 787. Might even get tricked by an A300 in that match the name to the picture trivia. I know a 757 though.....only airliner I ever thought looked good. Sadly the 4 FTD + 4 FFS hours I have in her will likely be my only experience.
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Roger Roger
Bottom of the list
And some old salt in the training department will want you to reconfigure that bleed panel from a no bleed takeoff, from memory, starting at accel height!
Hypothetically of course
It could happen
At another airline
roundout
VNAV monitor
SUPPLEMENTALS has entered the chat
Baronman
Well-Known Member
Tell a UAL/DL guy you can't tell the difference between a 777/350/767......would be like saying to an F16 guy "oh that's the plane in Top Gun right?" Prepare for head explosion....They live for that s#it.
Roger Roger
Bottom of the list
C, reverse C, little C, big C, inverted C, double C, D-O-double C, C-I-E-I-O has entered the chat
BEEF SUPREME
Well-Known Member
During upgrade training, I think it was MT1? I had to configure the bleeds for a no bleeds takeoff. I got my iPad out and methodically followed the steps. Then after takeoff I did the same.
The instructor noted my diligence and adherence to following the checklist methodically.
I looked at him and said: “that’s the first time I’ve been able to finished the checklist without a captain reaching over and impatiently flipping switches while exclaiming: ‘REVERSE C!’”
Usually we haven’t even gotten to 2000 before that happens and we have until 17K before it becomes and issue but what do I know
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Roger Roger
Bottom of the list
I know at this point I’m just tryna get through and be an asset instead of a liability on the line (so cooperate and graduate is in full effect), but flipping bleed switches around in a non-normal configuration from memory right after first thrust reduction seems kinda nuts to me
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Richman
JC’s Resident Curmudgeon
Back at Great White, new hires started percolating in after the bad naughties. It was the first time the airline had been exposed to new hires who may have trained in G1000 and went on to fly only glass. Lo and behold, they get to the frozen tundra to find out they were going into the DC-9.
They had to purchase two, very expensive (at the time), fixed base DC-9 fixed base trainers to get people spooled up on how to do things locomotive style. They were touch screen with pretty decent visuals. Mind you, we were still flying VOR and NDB approaches at the time.
The DC-9 was easy to fly, but you had to have good SA and relatively decent hand flying skills, because the AP was essentially a wing leveler with altitude hold.
They had to purchase two, very expensive (at the time), fixed base DC-9 fixed base trainers to get people spooled up on how to do things locomotive style. They were touch screen with pretty decent visuals. Mind you, we were still flying VOR and NDB approaches at the time.
The DC-9 was easy to fly, but you had to have good SA and relatively decent hand flying skills, because the AP was essentially a wing leveler with altitude hold.
Apophis
Resident Iconoclast
The best of 1960s technology, today!1!1!
On the bus, you simply leave the APU running with the APU bleed on. Engine bleeds will automatically be closed in that configuration.
Then, after thrust reduction and workload permitting, two button presses. One for the APU bleed, one for the APU itself.
BEEF SUPREME
Well-Known Member
While hand flying too. And I never, didn’t see it. 5 years and I could never do it fast enough for someone to reach over and flip the switches around.
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