Originally Posted by
4468
Just a point of information. At my employer, PF does NOT operate reversers! That is a job for PM.
Originally Posted by
vapilot2004
PF does not operate the thrust levers? That is astonishing.
Reminds me of that wacko 'monitored approach' some carriers were using a while back for low viz operations. One pilot would fly the plane to minimums and then hand over control to the other pilot to do the landing.
Sounds like an urban legend but I think it was actually an operational fad at one time, kinda like not using reverse to save the engines. Steel brakes versus carbon brakes or something like that. I realize that you still can't use above idle reverse with some noise curfews.
American Airlines was famous in years past for doing things their own way. At one time their boarding doors were on the other side of the aircraft and they still used QFE long after it was abandoned by other U.S. carriers. I'm told that the PM still guards the throttles after V1 on takeoff because of an engine rollback years ago. Or is someone pulling my leg on this one?
Anyway, at Delta I'm guessing that the pilot flying handles the throttles and reversers on landing. And going off the end at LGA is unfortunately a time-honored tradition, seems like USAir did it twice on takeoff three years apart.
This widely-circulated item from the 1990's is probably parody but after reading some recent flight ops bulletins, I'm not so sure:
*** British Airways Flight Operations Department Notice ***
There appears to be some confusion over the new pilot role titles. This notice will hopefully clear up any misunderstandings.
The titles P1, P2 and Co-Pilot will now cease to have any meaning, within the BA operations manuals. They are to be replaced by Handling Pilot, Non-handling Pilot, Handling Landing Pilot, Non-Handling Landing Pilot, Handling Non-Landing Pilot, and Non Handling Non-Landing Pilot.
The Landing Pilot, is initially the Handling Pilot and will handle the take-off and landing except in role reversal when he is the Non-Handling Pilot for taxi until the Handling Non-Landing Pilot, hands the Handling to the Landing Pilot at eighty knots.
The Non-Landing (Non-Handling, since the Landing Pilot is Handling) Pilot reads the checklist to the Handling Pilot until after the Before Descent Checklist completion, when the Handling Landing Pilot hands the handling to the Non-Handling Non-Landing Pilot who then becomes the Handling Non-Landing Pilot.
The Landing Pilot is the Non-Handling Pilot until the "decision altitude" call, when the Handling Non-Landing Pilot hands the handling to the Non-Handling Landing Pilot, unless the latter calls "go-around", in which case the Handling Non-Landing Pilot, continues Handling and the Non-Handling Landing Pilot continues non-handling until the next call of "land" or "go-around", as appropriate.
In view of the recent confusion over these rules, it was deemed necessary to restate them clearly.