dasleben
That's just, like, your opinion, man
I just did 30 hours in Hong Kong, and I considered that a pretty short stay. 14 hours might as well be reduced rest.
Pilots Cited in Asiana Crash
- Thread starter SeanD
- Start date
I just did 30 hours in Hong Kong, and I considered that a pretty short stay. 14 hours might as well be reduced rest.
I know, get up, work out, cocktails, dinner, cocktails, time for bed again. It goes fast!
ClarkGriswold
Non Nutritive Cereal Varnish Engineer
I thought it was funny in LAX the other day that we were told to expect the visual and EVA was told to expect the ILS.
Polar742
All the responsibility none of the authority
This is an interesting topic to me, as well as @CaptBill 's post.
Traditionally in systems training, it was all about counting rivets; items on a bus; temps, pressures and levels that trigger warnings.
In integrated airplanes, dealing with automation specifically, there is a large lack of training on logic and the interconnected processes of what you told it to do (lateral and vertical waypoints and the logic you programmed for to achieve that lnav/vnav, non-integrated modes, or hand-flown) and what you mentally expect it to do (stay at altitude prior to xx miles to start a decent, slow at xyz) and resolving those differences (did you fat finger the entries, is there a logic mode causing it to this, or is it broke and you need to hand fly).
Whether it's fatigue, complacency or ignorance, we need to make a decision and fly the airplane and comply with our lateral and vertical clearance.
Also, there are ways to mentally stay sharp like when you get the 50 mile visual to Springfield. Is the descent clearance going fit my overall descent profile to hit the marker in idle to that point? Does my mental math, and my expectations of the programmed performance agree with what it's actually doing?
tl;dr. Mode awareness, do I know what it's doing? If not, was it me or the machine?
Just some food for thought...
Traditionally in systems training, it was all about counting rivets; items on a bus; temps, pressures and levels that trigger warnings.
In integrated airplanes, dealing with automation specifically, there is a large lack of training on logic and the interconnected processes of what you told it to do (lateral and vertical waypoints and the logic you programmed for to achieve that lnav/vnav, non-integrated modes, or hand-flown) and what you mentally expect it to do (stay at altitude prior to xx miles to start a decent, slow at xyz) and resolving those differences (did you fat finger the entries, is there a logic mode causing it to this, or is it broke and you need to hand fly).
Whether it's fatigue, complacency or ignorance, we need to make a decision and fly the airplane and comply with our lateral and vertical clearance.
Also, there are ways to mentally stay sharp like when you get the 50 mile visual to Springfield. Is the descent clearance going fit my overall descent profile to hit the marker in idle to that point? Does my mental math, and my expectations of the programmed performance agree with what it's actually doing?
tl;dr. Mode awareness, do I know what it's doing? If not, was it me or the machine?
Just some food for thought...
@ClarkGriswold -
There really aren't a lot of visuals granted outside the US.
We have a "different" system here, but most of us don't realize it.
There really aren't a lot of visuals granted outside the US.
We have a "different" system here, but most of us don't realize it.
Polar742
All the responsibility none of the authority
I think it's operator assigned. I think ours are distant by default, but it has the memory of a Casio calculator watch.
*fistbump*
I figure if most of the world is going NADP1 might as well adopt it.I'd say it's been months since I've done an NADP2.
Besides, it's fun! (I'm weird)
Polar742
All the responsibility none of the authority
Already there. Even have an ACARS mask for major league scores (vhf only)
inigo88
Composite-lover
There are definitely worse places to layover for sure. Speaking of which we are overdue for beers.
Nice!
Hellboy888
New Member
cannot read the article buddy 
Autothrust Blue
Welcome aboard the Washington State Ferries
That is not cost competitive.
Polar742
All the responsibility none of the authority
Cheaper than using the satcom
Polar742
All the responsibility none of the authority
Yeah, sometimes it even works correctly.
http://www.bloomberg.com/news/2013-...-he-didn-t-understand-to-idle.html?cmpid=yhoo
From the article:
Lee, asked whether he was concerned about his ability to perform the visual approach, told investigators he was “very concerned, yea,” according to the NTSB.
He didn’t think he could turn down the air-traffic controller’s clearance to land because other pilots were accepting approaches using visual guidance instead of instruments, he said in an interview.
This sounds like something a student pilot would say, not a 777 pilot.
From the article:
Lee, asked whether he was concerned about his ability to perform the visual approach, told investigators he was “very concerned, yea,” according to the NTSB.
He didn’t think he could turn down the air-traffic controller’s clearance to land because other pilots were accepting approaches using visual guidance instead of instruments, he said in an interview.
This sounds like something a student pilot would say, not a 777 pilot.