A word to everyone.

JEP said:
There's always one.....

I'd like suggest a new SOP for NJC.....If you bring in a multi-engine aircraft with one engine inop your drink tab is covered......Beers Around.....:rawk:
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you buyin?....time to burn up an engine.
 
Texasspilot said:
you buyin?....time to burn up an engine.
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me alone.....yeah....don't think so......let me rephrase

'We' as in the NJC crowd.....


And no, all you CFI's. A single-engine approach in the seminole doesn't count.
 
Doug Taylor said:
Good idea! :)
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We can just put it on the JC Mastercard, Right?:sarcasm:


:D Sometimes I crack myself up.....

work's almost done....got to go...Unlike Max, I am done for the night. Hope you finished the wine off Doug....
 
Doug Taylor said:
It was the webmaster's, naturally! :)

Probably the best kudos I got was that the captain said, "Well, normally I'd take control but I understood you knew what the hell you were doing so I just did the secretarial work and watched" then bought the adult beverages for the entire crew that evening so that was pretty cool! :) A little recognition goes a long way.
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:) class act.
 
I know this topic was sort of beaten to death already, but I find it interesting that in your SOP you are allowed to keep on going with the approach even while the PNF is doing other stuff (ie, you can drop the gear and flaps). We were very specificly told to keep getting delayed vectors until both pilots are ready to procede. At the time, I thought that rather stupid as you have an engine that is just producing drag and they want to you hang out in the air longer (sort of like burning off fuel when an overweight landing is allowed.) Good to see that you are allowed to procede and have the other pilot catch up when they can.
 
It really depends on the situation in which you find yourself in my opinion.

There really isn't guidance on what *must* be done, but there are a lot of scenarios where you want to split the cockpit, and scenarios where you want to fly box patterns until the end of time doing procedural followups.

I think a lot of it has to do with the comfort level and experience of the crew. But I really don't think there's an "umbrella" of sorts that covers all situations.

Also, if you find yourself on arrival in a stabilized situation where you're ready to drop the gear, but the PNF gets dinged by the flight attedants or ATC starts inquiring about souls on board or intentions after landing, do you as PF make normal, anticipated configuration changes, or continue flying and waiting for the PNF to come back and bark a command out light, "Gear down, flaps 28 on the green, before landing checklist, ooh and get a straight out departure if we've got to go missed and take out the trim as we cross the threshold. Oh, flaps 11 on the missed approach too!"

It all kind of depends on the situation, the pilots involved and the situation. It would probably be a whole lot different if one of us were n00bies on the equipment.
 
Maximillian_Jenius said:
I kid you not he is going to a Texas Instruments sponsered new product test inservice today.
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That sounds like a cool event to go to. I still go to lots of tech events and my wife always wonders why waste my time, but then a few months later the newest fad e-gadget is that same item or a product that uses technology directly derived from it. Plus you'd be amazed at how many dinners, gift cards, and promotions I have gotten because the boss man says "We need software or a product that does this this and this" and I know exactly where to go or who to work with because of a "nerdy" seminar.:rawk:
 
Maximillian_Jenius said:
Call me Lance or Butch or Billy or Chad...you know the good strong gay names!
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What's wrong with Joe...not that I want it to be known as a "good strong gay name", or that there's anything wrong with that :cool:
 
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