Emirates near disaster on takeoff

mikecweb said:
Didn't y'all do that for landing or something?
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Yeah we set the ASEL to 0000 at G/S capture or LNAV/VNAV path inside the IAF*. I understand the logic why, but I still don't like it. We don't have the IAN function in the flight director and they are worried about unintentional level offs on approach.

*there are some caveats to this but only if using V/S for the approach, and I'm way too lazy to play that game any more.
 
What’s the max tire speed on a 777? 216 seems like it might create some issues there.

And if you’re going 260kts, seems like you might be able to bleed off some of that energy by climbing enough to miss some poor schmuck’s dish antenna.
 
*Looks in 777 incident at DXB thread”


*Looks here*




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Can’t judge though, I was a 250 hr guy into a CRJ.



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Cherokee_Cruiser said:
Yes, 737 for pretty much anything other than ILS.

For ILS, we set missed appch altitude at GS intercept. For non precisons flown in LNAV/VNAV, we set field elevation (so not always zeroes) so the plane can fly entire profile vertically to runway. If we go around, we set missed approach altitude in the go around profile.

I think (not sure) that SWA puts zeros in window for an ILS approach. @ZapBrannigan true?
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True however rumor is it will be changing in the 1st quarter of 22'
 
USMCmech said:
Honestly this is the way it should be.

Top quality training, airline procedures from day one, heavy use of sims, and high standards. It must cost a fortune, which is why US based airlines will never go for it.
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That sounds nice on paper until we realize that the company has an incentive to put the cheapest pilot possible into that seat. Then all this top quality stuff starts to be lip service to get people through since they’re doing this for staffing in the first place.

I don’t trust it one bit. Not with an hour requirement that low.
 
SteveC said:
Someone should give the USAF a talking to.
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Hot take here, but yes?

My buddy used to be an approach controller and he had a quote that always cracked me up. “There’s nothing more terrifying than a 400hr pilot in a jet that moves 400kts… I basically just keep everybody away from them and try not to think about the 250 below ten rules…”

Like, obviously their training is far superior to that in Civ land, but no matter what you’re flying 250hrs is really inexperienced. The stuff that keeps them out of trouble seems to be operational IMO.

They have far more operational control over their pilots than exists in the civvie world, additionally I think that and a great mentoring culture is now of critical importance. Regardless their organizational structure and lack of economic pressure (well, in the same way) is what keeps them from augering in all the time. A company could probably recreate something similar for a big jet, but I doubt it when a budget constrains your training budget.
 
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TWP said:
USAF does more dangerous work. They also have a way worse accident rate than the airlines which is deemed acceptable by the nature of that work.
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To be honest the lack of accidents is nothing short of miraculous to me lol.
 
TWP said:
That sounds nice on paper until we realize that the company has an incentive to put the cheapest pilot possible into that seat. Then all this top quality stuff starts to be lip service to get people through since they’re doing this for staffing in the first place.

I don’t trust it one bit. Not with an hour requirement that low.
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Nah, company training from the first day past your PPL? Great plan actually.

By 200-300 hours total time you would have much better experience and pilot than someone with 1,500 total time that includes 20 ME. Congress knee-jerk on the 1,500hr rule didn’t think beyond the idea.
 
ppragman said:
Hot take here, but yes?

My buddy used to be an approach controller and he had a quote that always cracked me up. “There’s nothing more terrifying than a 400hr pilot in a jet that moves 400kts… I basically just keep everybody away from them and try not to think about the 250 below ten rules…”

Like, obviously their training is far superior to that in Civ land, but no matter what you’re flying 250hrs is really inexperienced. The stuff that keeps them out of trouble seems to be operational IMO.

They have far more operational control over their pilots than exists in the civvie world, additionally I think that and a great mentoring culture is now of critical importance. Regardless their organizational structure and lack of economic pressure (well, in the same way) is what keeps them from augering in all the time. A company could probably recreate something similar for a big jet, but I doubt it when a budget constrains your training budget.
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i did that with Air China. 50/50 chance they turn the direction you tell them to. Also it’s a conscience effort not to clear them for the IRS approach. As for BA and Lufthansa the only issues I have with them are speeds. You’ll assign BA 210 and they come back with in a haughty tone “we will do 213 knots…sir.” and Lufthansa has a tendency to forget about the 250 below 10k rule and just sticks with whatever speed center last assigned.
 
ZapBrannigan said:
Were you here when we stopped pulling the gear pins on the walkaround?
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No that happened before I got here. I have full history of the goofball stuff here from my Dad. He got here through the Morris merger and about quit during his first year several times due to how bizarre it was. After a while you get used to it and learn to laugh just how whack-a-doodle some of these guys can get, especially the ones that have never worked for another airline. That being said so much has changed since then it is like a different company, the flight operation in particular I think has improved greatly in recent years.

Now the real fun next year will be this new FMC software update that will do geometric path descents from cruise. Just wait until someone gets going so fast downhill they go Hot-dog-on-a-sitck plaid.
 
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