About two years ago, however, not 40 knots but 35...and wet.
He did just fine, because, he had superb training from the get go.
This fellow also came to the airline with rather good stick and rudder skills(from a B727), something 'automation' simply can not teach, no matter how good that automation might be.

It's not me setting the rules about 30T. That 's just the way it is and was, if I remember correctly the 55 T thing included 732 ADV and not the 732 basic, (same same but different). If you feel strongly about it contact HR. They are always playing with the numbers. Sunday morning may bring a change.

Yeah yeah i know Fatbus, sorry i wasnt having a go at you, just expressing my opinion thats the weight thing is complete BS because it doesnt really define a pilots ability in any way shape or form!

Cheers:ok:

411A

When I WAS in short pants, simulators weren't cleared for zero flight time ops. All type conversions involved circiut bashing. Even my first two jet types involved circuit bashing. My next two didn't and it made no difference WHATSOEVER!

Funny thing is, you're stuck in a time warp. While many basics of aviation hold true, and I agree that good solid training is one of them, technology has advanced. Your B727 friend may well have exceptional handling skills. Aircraft such as that are ideal platforms to gain that sort of experience. The latest generation are not. I see it often when guys interview here. The older generation guys fly a great circuit but are clueless when it comes to FMC/ EFIS etc. They struggle the most during training and struggle the most on line. As aircraft are now designed with high levels of automation, it's only right that the training reflects this. If you don't understand what it's doing, how can you ever hope to operate it safely and efficiently.

So, as I said before, it takes far more than circuit bashing to make a more rounded pilot. I only need to spend the first half hour in the flight deck to know whether my colleague is ex air force, airline sponsored cadet, or, self improver. From my 'limited' 26 years experience, only one of these three is as near as possible to the complete 'rounded' package. I'll leave you decide which one you think it is! Can't wait. :rolleyes:

Harry

Not true. As a general rule the bigger the airplane the more international routes it flies which fits with the type of crews EK and indeed other international carriers are looking for. Of course there are always exceptions but EK probably does not have the manpower to look for them, so they set general criteria to help pick the best candidants.

7

Knowing the computers and the box is great until **** is entered and **** is shat out or ATC/WX/terrain/inability/traffic/last nights curry paints a crew in a automation corner. S & R skills still count as an advanced aircraft is still an aeroplane and will fly like one with everything disconnected.

Yup, EK at MEL was a classic example....as was AA at Cali Colombia, before.
And...before anyone cries 'fatigue' was a factor in the two mentioned, I say...baloney.:rolleyes:

LR3

I think you are way off base. Have you met any recent newhires? The pass rate at the interview stage is around 42%. Most of the courses are filled with pilots with considerable experience. The fact is that the world aviation market is not very good at the moment and Emirates represents one of the better packages out there. The situation is to Emirates' advantage as they can get qualified pilots for less than it might normally cost. They just went to Japan and Mexico and had a huge response. Are you saying that these guys have experience that is, as you said, "nowhere near what you had a few years ago?"

Let me guess. The experience of newhires at EK peaked right about the time you were hired and it's been going down ever since. Am I right? What an as#.

Don't disagree with that statement. Rubbish in, rubbish out was one of the first rules of computers. Always has been and always will be.

The main problem with MEL was that SOP's were not followed. If they had been, the 100 tonne discrepancy would have been noticed. And for your information 411A, at no time did the Captain ever refer to Fatigue as a contributory factor. He did, however, refer to numerous distractions and interuptions from ground personel.

Cali was a different case altogether and while wrong info was inputed, the Captains confusion with the workings of the FMC was a causal factor in the CFIT. Along with many, many other factors including speedbrake design issues. But, let's not go there. Boeing certainly don't want to!

Harry

Speedbrake design issue: fixed

So Boeing is quite happy to talk to you about it - in the FCOM.

Dropp

Nah, that's a cop out and requires further actions from the pilot at a time of high workload and stress. They havn't fixed the problem, merely passed the responsibility and ultimately, the culpability, onto those at the sharp end.

.........Unless of course FCOM version 39 mentions anything about 'autostow', which, for obvious litigation purposes, I doubt it ever will. :oh:

Harry

airbus757
 

Mate, i couldnt disagree more with your statement. We fly both the ERJ145 and Ejet at my company, and depending on the load factors, they swap and change the aircraft to fly to destination constantly between the 2 aircraft. Hence the E145 flies to 99% the destinations the Ejet goes -vice versa. The Ejet qualifies the E145 doesnt... whats that about more international exp? Your kidding right?

Pilot shortage at EK
 

Dear EK colleagues; I'm in my 13th year and year 11 as CM1/Captain. There will never be a pilot shortage at EK ever !! If things become desperate, Uncle Tim will simply hire DEC's for any type at $ 20,000 a month or whatever is better than Korean, Turkish, Kish etc etc ad nauseum etc.
In any event, most of the ongoing posters/whingers on this forum, if given an engine failure for real after t/o at 500' in a Baron 58, ATR72, Boeing 737, or any EK type would end up in a shallow smoking hole in the ground a couple of miles beyond the upwind threshold.
GET A LIFE, stop whingeing and resign if you have the balls or the experience to go elsewhere !!

bogey,

Your first part of your post is harsh but very true. It's the famous law of supply and demand.

With regards to the second part of your post (re:engine failure), I don't agree as it is very subjective.

Treat BOGEY gently please :hmm::hmm:

EGGW

I like your style sir:}:}

Baron 58? I agree. That's a bear pulling at the tail and no excess power whatsoever.
ATR72? Well. If you are not actually asleep...
737? Gimme a break. All that's needed is nose down by 5 degrees and caressing the CORRECT pedal. But - I like your style too.

Well, I'll try and be gentle....

Bogey, you're a ****!!

I disagree with a lot of the more vehement whingers here because, at times, they justify their positions with arguments that are simply false.

I would NEVER suggest that in any way reflects on their professionalism or ability as pilots.

The fact that so few actually leave tends to justify my position- that, realistically, EK is still one of the better places to be regardless of the acknowledged problems.

The fact that those who DO choose to leave never seem to have problems finding alternate employment, often with premier carriers, shows that the standard of pilot here is pretty high.

Thread Creep Alert
 

Whoop Whoop!
Thread Creep Thread Creep.
Let's get back on topic boys.

I say there is nothing wrong here. It's all good.
Now pass the purple Kool Aid.

T

Wiz,
More EK 777 Capt's failed the sim eval at KAL then passed , so what does that say about the standard at EK?

Also , have you noticed the increase failure on PPC's lately?

Christ!!! what was this thread about?
And I though we were overworked, where is all the energy here coming from?:)

Not very much.

It says a GREAT deal about the Koreans idea of aviation- and a brief look at their accident stats will show where that leads.

As to the PPCs- What Eklawer said!!

As the poster claims to be in the LHS at EK, he might actually know....:}

Ahhhh, we finally understand the vindicative, obnoxious and always oblivious answers of 411A on this site: He's been through such failure here as well, he's an expert!! Otherwise why on earth should he bother posting here but to rid himself of his failure by belitteling others.
This will not bring you back that cherished EK positive assessment, so keep sobbing on other sites, please.

8000+ posts
 

411A,
You have over 8000 posts on PPRuNe.
Get a life!
T

....but ask him if he owns a goldfish first...

No, only one post just submitted 8000 times. What else is he going to do living in the 6th century. At least he's predictable...:rolleyes::bored:

re 411a
 

please please please someone stop him......at 8000 plus posts he cant possibly fly anymore, he just sits around to annoy the rest of us

Dear 411A. Just read and recognize yourself, thanks and good bye for good:

How to Deal With Rejection Syndrome


By Nicholas Anyanwu http://img.ezinearticles.com/spriting/trans.gif




This aspect of handling rejection requires deep understanding. You have read in most inspirational books on how to succeed, but most of these books discuss little or nothing of how to handle the dangerous two lettered word "NO". In most cases, you have ended up a good relationship because a friend, a wife, a husband, a business partner, associate or acquaintance said "NO" to your greatest need. Yes indeed, nobody wants to be rejected by anyone else but in daily human relationships, one should anticipate such and be prepared to give an articulate positive reply that can neutralize its effect. If you have not you have not mastered this art, you have to do so. Don't just accept defeat. Learn to say no to no.
This instruction is in line with the military philosophy which states that "If you want peace, you must be prepared for war". If at all you want grand success, you must be ready to arm or equip yourself with necessary fact that can enable you handle any form of "NO" or rejection.
In all societies, developed or underdeveloped, there are lots of mean fellows who do not appreciate other people's success or efforts. They create public criticism, shout horrible insults and create avenues to ridicule you, your family, friends and associates. These groups of never-do-well can create different forms of rejection. If you don't understand them for what they are, you may give room for a negative mental attitude within you. There should be no room for inner intimidation which indirectly affects your physical stand for success. Be sure you train yourself in the art of controlling external rejection, no matter whom it comes from. If you accept yourself and able to develop enough self confidence, you will be able to handle any form of rejection.

This might well be directed toward some of the pilots at EK, who, it seems...are 'rejected' by their esteemed management....such as it is.:{:{:{

EKLawyer wrote

Let's face it when continuing a flight with no weather radar to Lagos through the ITCZ and then destroying both windshields is considered risk medium by flight safety................

I would be more concerned as to why a crew would, knowingly, fly through the ITCZ to an airport located in an area that is known for massive CB activity with a weather radar that was inop?

One would have to ask the question whether the decision made to proceed was based on the pilots fears of a reprecussions from management for returning to base with what they would perceive as simply a broken weather radar OR did the pilot think that the best option, taking safety into consideration, was to press on and fly to Lagos without a weather radar during peak CB activity season?

Either way............ :uhoh:

OTOH, keep up the goog work, 411A. You make more sense in 2 lines than most with those sensitive little toes say in 5 paragraphs.

Panther 88 has the picture...
 

No doubt about it.
It would appear that many at EK were led down the garden path by 'pie in the sky' recruitment policies at EK, and now face the truth.

Are they (collectively) to 'blame'?
Yup...as there is no 'free lunch'....except perhaps for direct entry Commanders, who will be continued to be hired, make no mistake.
Is this 'somehow fair' to those hard-working First Officers already at EK?
No, and...IF I were in charge, it would be a different story.

However, I ain't, therefore...it won't.

Ha ha.......The ignore list works..!!

Hello ya'll :8

Don't know if I'm living inside some fantasy world where i make up crazy idea's in my head hehe but i been told the last God knows how long that EK is looking for F/O's and going online sure they do have the ad's running on Both the Website and even some other recruitment website's. So I was just wondering as i do believe i meet requirements set in their add if the HR department is just really slow or simply NON existent??? As i have had noooo reply for the past 6 month...

So i was wondering if any of you guy's might have a direct Email to forward my CV, greatly appreciated if possible :O

Recruitment is going flat out at the moment. HR is constantly putting filters on the CV's on file to see what they have IE total time verse glass verse heavy verse nationality.

Just because you meet the mins does not mean they will be calling right away, but do update as things change every week.

Currently most,not all, of the new hires have loads of heavy/ glass/ international time.

EK DEC's
 

It is not my intention to stir up matters. I just would like any feedback to the following question.

May I please ask whether EK have the intention to hire any DEC's in the near future?

woofer

in short, no, not for the time
otherwise 411A would be licking sandals around here instead of posting drivel.

"EK say they will only recruit DECs when there are insufficient suitable and qualified FOs"

That's what they said last time and was not the case, DEC's can happen anytime they want. If you have 330/340 or 777 LHS they will look at you .

Tight Tight:d