ASpilot2be
Qbicle seat warmer
Toughest thing I have ever done.Some of y'all have never had a V2 cut in a plane with a big ass critical engine, and it shows
Toughest thing I have ever done.Some of y'all have never had a V2 cut in a plane with a big ass critical engine, and it shows
Sounds like my experience in training at the the eskimo airline
I was comparing my first CQ at SJI to a friend that doing her first AS CQ after upgrade…holy balls is that unnecessary and borderline cruel,I just got through this years CQ and I'm no longer wondering why a crew shut down an engine because they rushed through a checklist.
It's because they were trained by the training department to do exactly just that.
I was comparing my first CQ at SJI to a friend that doing her first AS CQ after upgrade…holy balls is that unnecessary and borderline cruel,
Fully agreed.Apparently there is some 70 something year old retiree who makes up the scenarios. It makes a lot of sense because it's a fairly predictable theme every year. They come up with a convoluted reason to take away automation and dive deep into multi page checklists.
For the FO it wasn't really that bad. They just had to hand fly a lot. My FO was a 6th month guy and he did great. I asked him to slow down and he was very helpful catching my many mistakes not just on the last day but on all the days lol.
The captain's side was quite different:
The captain's side is all about compressed time decision making. That was my real ehem beef with the negative learning. We had more than one crew shut down an engine because of a suspected fuel leak, during the last couple of years. One of the incidents was apparently pretty bad and the checklist was rushed.
So it totally makes sense to rush me through a bunch of checklists to get a passenger in medical distress on the ground right?
I also don't understand how the training department views the pilot group as so stupid and isolated from the rest of the industry. They must realize we have friends at other airlines who don't have 4, 5, 6 or even 7 things go wrong on a LOE? My friends at United get a pretty simple scenario that generally involves not rushing, being thorough and making good decision making. Positive learning. An ANC-SEA that diverts to JNU for a medical emergency is pretty bad enough. Let's just run that and see what happens. Add in a failed airspeed and 2 MELs oh yeah and severe icing, route changes, hand built missed approaches this list goes on. I'm probably forgetting something else because it was so entirely stupid.
It is no wonder why we have so many issues with rushing on the line and things like skipped checklists and taking off unpressurized for example.
Source force course.Back to 1965 with you, and draw me the fuel system as a drop of fuel traveling from the truck to the exhaust pipe.
Probably because somebody, 15 or 20 years ago -when all the automated doop-dee-doops entered cockpits- had faith (strongly, but incorrectly suspected) that within about 2 years of the doop-dee-doop installations, the FAA would require that doop-dee-doop monitoring systems would be required to be installed to automatically monitor the automatic monitors. But, yeah, that didn't happen. Everything else built upon that faith -like reduced training standards- did happen. So, you know, 'Saul good, Man!To the surprise of exactly nobody here, I’m myself somewhat irritated at the superficiality of knowledge about the airplanes themselves nowadays, because situations beyond the scope of non-normal checklists do arise and it’s nice to know a little more than the fault light means there’s a fault or that a VALVE light means the valve disagrees with the commanded position when they do.
Note that I’m not necessarily talking about grading on that stuff, however. Merely having access to or the ability to discuss a little more information would be nice.
Seems a very weird item to use as an example of trivia given that you must know that you have at least 10 minutes of O2 for each Pax each flight.
Or maybe you 121 boys just get a random piece of paper and believe it... IDK?
Words
Apparently there is some 70 something year old retiree who makes up the scenarios. It makes a lot of sense because it's a fairly predictable theme every year. They come up with a convoluted reason to take away automation and dive deep into multi page checklists.
For the FO it wasn't really that bad. They just had to hand fly a lot. My FO was a 6th month guy and he did great. I asked him to slow down and he was very helpful catching my many mistakes not just on the last day but on all the days lol.
The captain's side was quite different:
The captain's side is all about compressed time decision making. That was my real ehem beef with the negative learning. We had more than one crew shut down an engine because of a suspected fuel leak, during the last couple of years. One of the incidents was apparently pretty bad and the checklist was rushed.
So it totally makes sense to rush me through a bunch of checklists to get a passenger in medical distress on the ground right?
I also don't understand how the training department views the pilot group as so stupid and isolated from the rest of the industry. They must realize we have friends at other airlines who don't have 4, 5, 6 or even 7 things go wrong on a LOE? My friends at United get a pretty simple scenario that generally involves not rushing, being thorough and making good decision making. Positive learning. An ANC-SEA that diverts to JNU for a medical emergency is pretty bad enough. Let's just run that and see what happens. Add in a failed airspeed and 2 MELs oh yeah and severe icing, route changes, hand built missed approaches this list goes on. I'm probably forgetting something else because it was so entirely stupid.
It is no wonder why we have so many issues with rushing on the line and things like skipped checklists and taking off unpressurized for example.
Uh…I think the point of the training is for you to learn NOT to rush and prioritize tasks. Sounds like you need to do it again.
Yeah no, our LOEs are a train wreck.Uh…I think the point of the training is for you to learn NOT to rush and prioritize tasks. Sounds like you need to do it again.
Yeah not shocked you made it about me. I could break down the scenario for you and break down how it is negative training. But you have a history of just being a jerk about it and making it about me. Why bother?
Everyone I have discussed this with on the line agrees. Also the airlines issues on the line are reflective of it.
But yeah I need to take the training I passed again, because you know some guy on the internet who constantly makes things about me.
Sounds good.
Yeah no, our LOEs are a train wreck.
We had more than one crew shut down an engine because of a suspected fuel leak, during the last couple of years. One of the incidents was apparently pretty bad and the checklist was rushed.
Oh no it's clearly all me. According to someone who has absolutely *zero post history* claiming I'm the problem during situations when I'm clearly not the problem. The laughable part about it is that he says this when he has zero knowledge on the actual issues at hand. He's by far the smartest man in the room.
"CHECK FEATHER" (but you already know as PF)Some of y'all have never had a V2 cut in a plane with a big ass critical engine, and it shows
Eh, I don't think this is the dunk you think it is:Uh…I think the point of the training is for you to learn NOT to rush and prioritize tasks. Sounds like you need to do it again.
Our LOEs have scenarios that will involve declared emergencies on this Fleet (engine limit/surge/stall, engine failure, center or left as appropriate hydraulic system failure, medical emergency) but they don't "stack" into failures on top of your failures unless you do it to yourself. That stuff sounds like piling on and trying to cram too much into the scenario when other "boxes" should be ticked in other events, NOT all in an LOE. That doesn't sound like an event worth a darn as far as both training and checking.Apparently there is some 70 something year old retiree who makes up the scenarios. It makes a lot of sense because it's a fairly predictable theme every year. They come up with a convoluted reason to take away automation and dive deep into multi page checklists.
For the FO it wasn't really that bad. They just had to hand fly a lot. My FO was a 6th month guy and he did great. I asked him to slow down and he was very helpful catching my many mistakes not just on the last day but on all the days lol.
The captain's side was quite different:
The captain's side is all about compressed time decision making. That was my real ehem beef with the negative learning. We had more than one crew shut down an engine because of a suspected fuel leak, during the last couple of years. One of the incidents was apparently pretty bad and the checklist was rushed.
So it totally makes sense to rush me through a bunch of checklists to get a passenger in medical distress on the ground right?
I also don't understand how the training department views the pilot group as so stupid and isolated from the rest of the industry. They must realize we have friends at other airlines who don't have 4, 5, 6 or even 7 things go wrong on a LOE? My friends at United get a pretty simple scenario that generally involves not rushing, being thorough and making good decision making. Positive learning. An ANC-SEA that diverts to JNU for a medical emergency is pretty bad enough. Let's just run that and see what happens. Add in a failed airspeed and 2 MELs oh yeah and severe icing, route changes, hand built missed approaches this list goes on. I'm probably forgetting something else because it was so entirely stupid.
It is no wonder why we have so many issues with rushing on the line and things like skipped checklists and taking off unpressurized for example.