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"Airline culture? You mean slaved to the automatics and shiver in their shoes if the flight director falls over? "
Puhleeeeeze. *rest of story edited due to asshats* |
I hope you put in a report for not adhearing to SOPs!:=
Where are all the Jetstar bashers now that one of the skygods has admitted not being perfect:ugh: |
:rolleyes:
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Quote: I doubt flying an Airbus around Australia is too hard. Yeah there are a few Jetstar Captains who came from overseas saying that only to realise that because of all the associated BS involved in flying around Australia that it can be quite stressful. In one descent you can cop a speed up slow down (trashing your profile) a clearance to descend that takes you out of controlled airspace, and then have your STAR cancelled track direct to a 3 mile final for a visual approach. I think the issue is that if the Captain has to worry about all of the above and then additionally has to keep a very keen eye on the FO due to lack of experience major things can be missed due to overload. Additional to all that there are some control zones that don't even fit into a jet profile! It was much harder in the days without STARS. Sydney for instance. And when I started flying in Australia the hardest thing was managing higher speed profiles with CTA steps. Airbus VNAV was useless until the advent of STARS and even then because of the speed you were expected to fly at domestically, it never worked. Those who couldn't help themselves would cheat the box in a number of creative ways. Oh, and then QF started flying internally. The TAA and Ansett standard jet profiles went out the window. Australia can't be too hard a place to fly. STARS, speed restrictions etc. The pilots from abroad who you indicate are struggling must have never flown there before, come from Europe or widebody backgrounds? |
Takeoff with f/d off. Notice, rotate to 15 degrees, press toga, f/d appears...problem solved. It's hardly the end of the world. And a minor oversight, not stupid. My point being that it's an aid not essential, and relying on f/d or anything other than basic attitude flying is fraught with danger. Looking through the f/d is in fact a very sensible thing to do rather than follow it blindly. The very point we are discussing.
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From Boeing Aeromagazine
...the flight director (FD) is designed to provide accurate pitch guidance only after the airplane is airborne, nominally passing through 35 ft (10.7 m). With the proper rotation rate, the airplane reaches 35 ft with the desired pitch attitude of about 15 deg and a speed of V2 + 10 (V2 + 15 on some models). (What we need now is for Jetstarpilot to improve on the spelling errors that are far too common in his/her posts). ...adhearing???? bwahaha signed Dyslexic Skydog |
In the small Central Pacific airline I was privileged to join many years ago, most pilots were ex military including several of the senior captains who were former fighter pilots or jet bomber pilots. One had flown F4 Phantoms from aircraft carriers during the Vietnam war while one was a helicopter pilot in the same war. Another had flown the F111, as well as the Phantom. Two were former Mirage and Sabre pilots that were in aerobatic teams. One had even flown P51 Mustangs. The airline had an excellent flight safety record while operating into black hole approaches without ILS in Pacific atolls. |
So, i guess all the problems will go away now that Jet*NZ is advertising for Skippers and fo's through a certain agency. The ad reads "why work in China when.......
The axeman hahahah...i know the guy in the left seat was ex US navy/boeing test pilot!!! |
Was the Axeman of Apia a fighter pilot? |
The ad reads "why work in China when....... |
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