Type rating!
Join Date: May 2013
Location: Milano
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Ragazzi e ragazze, ormai un type senza 500 orette é carta straccia e iniziano a non andare piú tanto bene manco quelle.
State attenti a dove investite o buttate i soldi (dipende dai punti di vista).
State attenti a dove investite o buttate i soldi (dipende dai punti di vista).
Last edited by furball_t; 1st Oct 2013 at 10:32.
Join Date: Jul 2008
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Are we pilots losing our basic flying skills?
A few days ago I came back from my every six months recurrent training in the Saab 340 Level D Simulator. On this occasion, apart from the usual V1 cuts, some of the items also included in the training menu were recovery from unusual attitudes, loss of both generators with total EFIS blackout and fly the airplane on standby instruments.
The aviation industry is answering to the increasing concern that airline pilots are losing their basic flying skills.
A recent study from an FAA – Federal Aviation Administration – Pilot Training Committee has warned that an increasing number of accidents are to blame to pilots being unable to give an adequate response to a situation of loss of automation or even not recognize when it is has been lost. During daily airline operations we pilots rely most of the flight on our autopilot, FMS, etc., in fact a number of safety regulations as well as airline operators, require that the autopilot stay connected at maximum possible extent, this situation added to the fact that most approaches are executed with a coupled ILS are weakening pilots skills and industry is suffering that called “Automation Addiction”.
During the past five years many accidents occurred from crews being unable take proper actions in a case of loss of automation like Air France 447, or not recognizing a malfunctioning element in a critical stage of approach, like the accident of Turkish Airlines 1951. All this crews were experienced pilots from important air carriers.
Actually, short distance regional airlines crews are able to keep more proficient than long haul operations crews, mainly because daily they have a higher number of take offs and landings and even some airports they operate don’t have ILS and they must rely on non-precision or visual approaches to complete the landing maneuver at small or secondary airports.
Recently retired US Airways Capt. Chesley “Sully” Sullenberger whose precision flying saved the lives of 155 people aboard an Airbus 320, said “If we only look at the pilots — the human factor — then we are ignoring other important factors,” he said. “We have to look at how they work together.”
Paul Railsback, operations director at the Air Transport Association, which represents airlines, said, “We think the best way to handle this is through the policies and training of the airlines to ensure they stipulate that the pilots devote a fair amount of time to manually flying.
“We want to encourage pilots to do that and not rely 100 percent on the automation. I think many airlines are moving in that direction.”
E adesso fuoco e fiamme
A few days ago I came back from my every six months recurrent training in the Saab 340 Level D Simulator. On this occasion, apart from the usual V1 cuts, some of the items also included in the training menu were recovery from unusual attitudes, loss of both generators with total EFIS blackout and fly the airplane on standby instruments.
The aviation industry is answering to the increasing concern that airline pilots are losing their basic flying skills.
A recent study from an FAA – Federal Aviation Administration – Pilot Training Committee has warned that an increasing number of accidents are to blame to pilots being unable to give an adequate response to a situation of loss of automation or even not recognize when it is has been lost. During daily airline operations we pilots rely most of the flight on our autopilot, FMS, etc., in fact a number of safety regulations as well as airline operators, require that the autopilot stay connected at maximum possible extent, this situation added to the fact that most approaches are executed with a coupled ILS are weakening pilots skills and industry is suffering that called “Automation Addiction”.
During the past five years many accidents occurred from crews being unable take proper actions in a case of loss of automation like Air France 447, or not recognizing a malfunctioning element in a critical stage of approach, like the accident of Turkish Airlines 1951. All this crews were experienced pilots from important air carriers.
Actually, short distance regional airlines crews are able to keep more proficient than long haul operations crews, mainly because daily they have a higher number of take offs and landings and even some airports they operate don’t have ILS and they must rely on non-precision or visual approaches to complete the landing maneuver at small or secondary airports.
Recently retired US Airways Capt. Chesley “Sully” Sullenberger whose precision flying saved the lives of 155 people aboard an Airbus 320, said “If we only look at the pilots — the human factor — then we are ignoring other important factors,” he said. “We have to look at how they work together.”
Paul Railsback, operations director at the Air Transport Association, which represents airlines, said, “We think the best way to handle this is through the policies and training of the airlines to ensure they stipulate that the pilots devote a fair amount of time to manually flying.
“We want to encourage pilots to do that and not rely 100 percent on the automation. I think many airlines are moving in that direction.”
E adesso fuoco e fiamme
Join Date: Jun 2004
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Giusto ....torniamo a volare 55-60 ore al mese massimo 12ore di servizio ( in casi eccezionali altrimenti 8 ) tre tratte ...e ci facciamo dei bei avvicinamenti a mano .
Join Date: Aug 2011
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Mi sembra che questo post abbia preso una direzione sbagliata. Era partito bene parlando di type ratings e poi è caduto in chiacchiere senza nessuna utilità!
Io ho avuto i vostri stessi problemi, sono emigrato in Australia lasciando tutto e tutti e ho fatto il Bush Pilot tra le comunità aborigene per tre anni. Ora con 2000 ore sto cercando lavoro in una compagnia regionale. Se passi la selezione pagano tutto loro e l stipendio base FO è $80000 all anno.
Se qualcuno di voi ha massimo 30 anni e vuole prendere questa strada l'Australia offre visti fino a due anni per gli italiani. A me sono bastati 10 giorni per convertire la licenza .
Io ho avuto i vostri stessi problemi, sono emigrato in Australia lasciando tutto e tutti e ho fatto il Bush Pilot tra le comunità aborigene per tre anni. Ora con 2000 ore sto cercando lavoro in una compagnia regionale. Se passi la selezione pagano tutto loro e l stipendio base FO è $80000 all anno.
Se qualcuno di voi ha massimo 30 anni e vuole prendere questa strada l'Australia offre visti fino a due anni per gli italiani. A me sono bastati 10 giorni per convertire la licenza .
Join Date: Dec 2006
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A me è sempre risultato molto improbabile l'assunzione da parte di una compagnia aerea di linea australiana di un pilota straniero, per via di visti e sponsorizzazioni. Sono cambiate le cose?
Join Date: Aug 2011
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Non sono cambiate le cose ma se hai meno di trenta anni puoi stare qui fino a due anni e se non sei un ritardato magari il datore di lavoro ti sponsorizza.
Oppure se hai una laurea in un campo specifico che il governo australiano cerca puoi sponsorizzarsi da solo come ho fatto io.
Oppure se hai una laurea in un campo specifico che il governo australiano cerca puoi sponsorizzarsi da solo come ho fatto io.
Join Date: Jul 2007
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Vero, ma non puoi ottenere il visto in qualità di architetto e poi metterti a fare il pilota, altrimenti se ti beccano ti prendono e ti imbarcano sul primo volo diretto fuori dal paese.
E il working holiday visa ha così tante limitazioni che ha una utilità limitata se si vuole ottenere il visto permanente.
Parlano da poco di ammettere nuovamente il lavoro di pilota tra quelle eleggibili per il visto, ma è solo un'ipotesi al momento.
Fatevi un giro sul sito dell'immigrazione australiana (e nuovazelandese) e leggete la normativa ufficiale, e non fatevi illusioni.
E il working holiday visa ha così tante limitazioni che ha una utilità limitata se si vuole ottenere il visto permanente.
Parlano da poco di ammettere nuovamente il lavoro di pilota tra quelle eleggibili per il visto, ma è solo un'ipotesi al momento.
Fatevi un giro sul sito dell'immigrazione australiana (e nuovazelandese) e leggete la normativa ufficiale, e non fatevi illusioni.
