Southwest Suspending hiring through 2024....

Some of this is bordering on “omg, kids these days don’t know how to use a rotary phone that hasn’t been a thing since more than a decade before they were born!” I can appreciate that some people didn’t necessarily waste hours on airliners.net in their formative years like I did.
 
tcco94 said:
Oh my god!!!!!! And fly the airplane RAW?!?

Dude I want to go home and see my family!
Click to expand...

In the early days of the new UPS airlines, management Capt’s were required to be current and qualified in two different fleet types. That was a really bad idea, everyone knew it and was quickly stopped after a few years. When I was a B757 f/o I flew with a management Capt outbound the sort from SDF after he had flown a B727 into the sort. I drew the short stick and was assigned babysitting, er…f/o duties to the new Captain.

The Capt had just recently checked out on the B757 and I was a senior f/o by then. Whelp, it was a very interesting flight to say the least. Nice guy but totally behind the eight ball and struggling to keep up with all the new fangled automation.

Arriving at our destination on a high downwind, CAVU conditions and no other traffic, we were cleared the visual. The management Capt looked puzzled for a hot minute staring at the MCP, turned to me and asked, “At this point would you select VNAV, VS or FLT LVL CHG? I said I would turn all this black magic stuff off and hand fly it like the B727 he was use to. He smiled and said, “Sh#t…that seems like a better idea”:p

Years later he turned out to be a really good B757 checkairman and we worked to together for years in the training center. I lost count how many times I’d over hear him telling new students as a last resort to just turn the magic off and fly it like any other airplane. I’d ask him, “Where’d you hear that crap advice from..?”
 
A300Capt said:
In the early days of the new UPS airlines, management Capt’s were required to be current and qualified in two different fleet types. That was a really bad idea, everyone knew it and was quickly stopped after a few years. When I was a B757 f/o I flew with a management Capt outbound the sort from SDF after he had flown a B727 into the sort. I drew the short stick and was assigned babysitting, er…f/o duties to the new Captain.

The Capt had just recently checked out on the B757 and I was a senior f/o by then. Whelp, it was a very interesting flight to say the least. Nice guy but totally behind the eight ball and struggling to keep up with all the new fangled automation.

Arriving at our destination on a high downwind, CAVU conditions and no other traffic, we were cleared the visual. The management Capt looked puzzled for a hot minute staring at the MCP, turned to me and asked, “At this point would you select VNAV, VS or FLT LVL CHG? I said I would turn all this black magic stuff off and hand fly it like the B727 he was use to. He smiled and said, “Sh#t…that seems like a better idea”:p

Years later he turned out to be a really good B757 checkairman and we worked to together for years in the training center. I lost count how many times I’d over hear him telling new students as a last resort to just turn the magic off and fly it like any other airplane. I’d ask him, “Where’d you hear that crap advice from..?”
Click to expand...
Management pilot PLUS having to know 2 different airplanes?!

Had he already decided who was going to play him in the TV movie?
 
Soul Brotha' said:
He says the plane(FMGC and MFD) are telling him he is high and he needs to get down. I ask him to use the 3:1 rule and see if we are really high(we were not). He had no clue what I was talking about.
Click to expand...
1709599567040.gif



Uh wat? Literally do 3:1 mental math every flight. That’s basic ish
 
A300Capt said:
“At this point would you select VNAV, VS or FLT LVL CHG? I said I would turn all this black magic stuff off and hand fly it like the B727 he was use to. He smiled and said, “Sh#t…that seems like a better idea”:p

Years later he turned out to be a really good B757 checkairman and we worked to together for years in the training center. I lost count how many times I’d over hear him telling new students as a last resort to just turn the magic off and fly it like any other airplane. I’d ask him, “Where’d you hear that crap advice from..?”
Click to expand...
That's classic right there. I was a 72 guy and transitioned to the 75 F/O ONT. I did my overwater line check with Schortmann. I swear he spent six hours reading the international operating manual to me page by page during the trip. I was behind the airplane going into OGG and did what you mention. I clicked everything off and flew the jet. It ended up okay but he didn't like it and mentioned that I needed to know how to work the automation better in case I had to do a CAT III approach. No argument there. I was always a 72 guy at heart. Not sure I ever figured out all that LNAV/VNAV stuff. I knew just enough about the FMC to get by. I saw F/O's draw rings around things and do abeam points. Anyhow, I failed my F/O overwater line check because of my ineptitude with the automation, and cause I blocked CTAF in Maui for an hour by putting my jepp binder on the hand mike somehow. Man he was pissed.
 
Cherokee_Cruiser said:
That's the difference between button pushers and actual pilots.


"DRAG REQUIRED"

Button pushers: immediate reach for speed brakes.


That message comes on at +10 kts from descent speed on the VNAV page. If you're on Path already, and there is no speed restriction on the STAR, does it really require boards? Just give it a couple thousand feet and do your own mental math to see if you're gonna make that fix at 10 or 12k and at the appropriate speed.
Click to expand...
The 73 won’t leave path if it’s +10kts over and continues to accelerate? The 75/76 will go into VNAV SPD if the speed continues to creep up. Doesn’t help either that both like to fly fast and will be well past the VNAV speed if you don’t keep an eye on it.
 
You must log in or register to reply here.
Back
Top