Turbo prop problems
Join Date: Mar 2001
Location: Perth
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Understood Chuck, that sort of operations in many aircraft would apply stresses outside their rated category for many components, for example, many small aircraft tyres are rated to 100 mph.
From having flown in a number of parts of the world, Australian Pilots are far better trained than many other countries, although we are their poor cousins when it comes to type of equipment flown .
Ever sat at a retirement village and listened to old folk complaining how everything is so expensive, children do not respect their parents, politicians are corrupt ( this has been happening for many generations ),
.
From having flown in a number of parts of the world, Australian Pilots are far better trained than many other countries, although we are their poor cousins when it comes to type of equipment flown .
Ever sat at a retirement village and listened to old folk complaining how everything is so expensive, children do not respect their parents, politicians are corrupt ( this has been happening for many generations ),
.
Join Date: Jun 2004
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I do often question whether the training we get here these days is of any comparison to that around the world too, when I hear of European airlines putting 2 - 300hr 22yr olds in the right seats of 737s, etc.
By the time they are upgraded to command, the bulk of their experience is from the right hand seat. It is therefore surprising that the accident rate up there is not higher, especially given the adverse weather conditions that they face from day to day compared to here.
By the time they are upgraded to command, the bulk of their experience is from the right hand seat. It is therefore surprising that the accident rate up there is not higher, especially given the adverse weather conditions that they face from day to day compared to here.
Quite simply the training standards in Europe (particularly the UK) are far higher than they are in NZ or OZ (CTC train in NZ to these standards), thats not to say that they produce better aviators, in many cases quite the reverse, however they produce a product that is perfectly capable of operating a complex turbofan aircraft (A320-737).
On the other hand the day to day "house keeping" part of the job is something these 300hr wonders struggle with, because the reality of operating in a commercial environment, coping with weather, slot restrictions, and a new type all gang up on the pilot and initially make them a bit of a liability.
As an example of your last point..i.e. right hand seat experience. The same I have found is also true of experienced skippers upgrading onto a new type. The airline I work for operate 2 types 737's & 757's. I recently flew with a upgraded 737 skipper onto the 75, and to be honest from my position as the F/O he was a bloody liability, he had thousands of hours of 737 time, but only 11 sectors (10 sectors is company minimum for line release) on the aircraft..all I did all day was prompt him to do this..do that..and generally manage the flight for him, so I guess this all goes both ways.
Finally I have to agree with Chimbu in regards to turbo-props, my experience of them is that they are a bit of a doddle to fly once you have mastered the fundamentals...the challenge is all the rest, and for those who havent been there its hard to teach...if you havent done it, its tough to learn..all the more to be said for high levels of relevant quality experience.
