Lowered requirements Emirates

[WB1900]

TP or not TP

Hi Guys
I followed your posts quite a bit

What i can see is that there are still People out there how have not the little bit of an idea what TP flying is.

First yes Qantas or South African express is flying in limited areas, still serving on an entriere continent to do not see a lot of different weather.

Ask a guy from Europe or Canada and it will be a lot of a different story.

In Europe and Canada are TP guys available with multiple 1000 hours on both seats. They serve an average of 4 to 6 sectors a day in 5 days patterns. Do you really believe that a big Jet captain on the fat wide body can come even close to that experience if you start looking into flown sectors.

a typical TP commander makes a T/O or LDG decision up to 6 times a day, with all the problems you can expect from it. Yes the airplane is smaller, there are less Pax on board, but the turn times are limited accordingly. So in-fact time to make the decisions on ground is as limited as they are on a bigger airplane. Having said that, these guys do not download FPL or print a ATIS msg. on the center console, and the performance calculations are done old school, mostly without fancy laptops.
Flt Bee, Wideroe, SAS, Croatia and many others are flying all over Europe, mostly small airports with sometimes extremely performance limited runways and sometime really funny weather. If you have time one day open some charts in LIDO and look what kinds of airports are out there and consider a TP guy is flying there in bad weather. And he does it on a daily basis.
the average EK pilot is lucky to do one DE-ICE and 2 low vis appr. a year. sum it up and will what a TP makes in one season.
TP Fly

CAT 2 from 100ft manual.
CAT3a from a 1000ft manual with HGS
in eng fail condition manual up to 1000ft, AP limit

just for the none believers! A Dash 8 400 has the same approach speed like a A330 and with prop anti ice on even 20kts more.
imagine going with that speed to 1800 meter runway, after a 6 degree loc appr.

It climbs with full load up to 6000fpm initial climb(you get up to 4000 maybe 5000ft) ,up to 10000ft with max 3000, a bit more if you squeez it and than with up to 2500fpm to 16000ft. unfortunately from 16000ft the performance of the props start decreasing due to the density.
Impressive number is
25000 in 16 min or 14nm 12000ft on 60000lbs To weight

consider this so expect a TP pilot to well more relaxed on workload provided that this guys have from there skills a way better cockpit scan and workload management.
It is an EK thing that to make it rocket science and it the EK instructors how believe that there is only one way to rom.


Do you really believe that 16hr straight from one continent to another, whilst sleeping half the time gives you judgment experience.
Lets say it that way. What the wide body pilot does is not more than an enhancement from previous skills.
Fact is also that certification requirements of civil commercial aircraft provides certain things which have always the same impact on weight and size of an airplane and therefore if you have understood the theory and you start anticipating the size, all the aircrafts are the same.
Conclusion - if you give a TP guy a training and the candidate has the right attitude he will be as good as anyone else.
1 PAX one a TP deserves as much safety as 500 do on a 380, responsibility cannot be counted with PAX numbers, each pilot says differently should think about his own attitude.

thanks for your time