Are we going soft?
Man Bilong Balus long PNG
Join Date: Apr 2002
Location: Looking forward to returning to Japan soon but in the meantime continuing the never ending search for a bad bottle of Red!
Age: 69
Posts: 2,971
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At the risk of being called names such as 'Grandpa', 'Old Bugger,' 'Has been', (insert the epithet of your choice):
Whilst I consider automation to generally be of an assistance/improvement into helping Pilots fly more effeciently, I stll maintain that any Pilot could and should on occasion where circumstances permit, fly a leg of a flight solely on reference to a VOR, DME and/or an NDB, (whilst they still exist)
And in the case of a GA IFR flight, fly the leg without the use of the Autopilot!
I will freely admit to it have been quite a few years since I flew SP IFR, but I would always make a point of doing the above on at least one leg of a flight.
I called this procedure, Keeping up to the standards I was originally trained to.
And thank you for that, the Late and dearly missed Tony Kingham.
Whilst I consider automation to generally be of an assistance/improvement into helping Pilots fly more effeciently, I stll maintain that any Pilot could and should on occasion where circumstances permit, fly a leg of a flight solely on reference to a VOR, DME and/or an NDB, (whilst they still exist)
And in the case of a GA IFR flight, fly the leg without the use of the Autopilot!
I will freely admit to it have been quite a few years since I flew SP IFR, but I would always make a point of doing the above on at least one leg of a flight.
I called this procedure, Keeping up to the standards I was originally trained to.
And thank you for that, the Late and dearly missed Tony Kingham.
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And in the case of a GA IFR flight, fly the leg without the use of the Autopilot!
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Man Bilong Balus long PNG
Join Date: Apr 2002
Location: Looking forward to returning to Japan soon but in the meantime continuing the never ending search for a bad bottle of Red!
Age: 69
Posts: 2,971
Received 97 Likes
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56 Posts
Hand fly it from take off to top of climb, then hand fly it from top of descent to landing, that seems to work good.
Well, if we want to look at the axiom "train the way you fly, fly the way you train", what do you think of this item doing the rounds on LinkedIn at the moment?
If you're an Airline Cadet, the latest glass cockpit trainers are ideal, but If you're going to be starting out in a typical Aussie GA relic, are you truly 'job ready'?
As for GPS reliability, its great until its not. Hasn't been available close to Syria for a few years now.
If you're an Airline Cadet, the latest glass cockpit trainers are ideal, but If you're going to be starting out in a typical Aussie GA relic, are you truly 'job ready'?
As for GPS reliability, its great until its not. Hasn't been available close to Syria for a few years now.
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Which heat map are you talking about? I've asked for links previously for this sort of thing but still nothing! If you're going to reference something then you really need to post a link otherwise you're basically talking to yourself as you can't expect anyone to give an answer.
THANK YOU! Now if we can just get away from this whole stupid idea of "Technology makes you lazy" and focus on "Poor Training leads to Poor Skills" then we can start to actually make improvements on safety.
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"Technology makes you lazy" and focus on "Poor Training leads to Poor Skills"
Something I've wondered about, used to stick my neck out and pull the oil pressure cb on one engine (round gauges) and during the 20-25 flight home it was never picked up. Reliance on the master caution and red oil pressure segment on the central warning panel? Not for me to comment, I was just a line jock, sticking my head out as I said.
In my early days of charter flying (early to mid seventies) often the autopilot didn't work, so hand flying the entire trip wasn't a choice.
Man Bilong Balus long PNG
Join Date: Apr 2002
Location: Looking forward to returning to Japan soon but in the meantime continuing the never ending search for a bad bottle of Red!
Age: 69
Posts: 2,971
Received 97 Likes
on
56 Posts
Err...negative, Tossbag; The whole flight! From take-off, right through to landing!
Pinky, **** that.
Pinky, **** that.
Ixixly, we had instructions from the training dept that line capts were not permitted to offer anything that could be construed as instruction to FO's, reason being line capts don't have sufficient knowledge. The operation was unique in that it didn't comply with regs or its own ops manual. FO were supplied by a contractor, ink still wet a lot of them (we all have to start some where), only stayed for 18 months on average as there was no career progression, not permitted to crew night flights for example, that had to be done by two capts. There is a big world out there besides the strict airline world.
My interest in pulling the CB was piqued by an incident before we became two crew, had taken off and just settled in the cruise when I saw the the oil pressure on one engine had dropped into the yellow and fluctuating plus/minus 5PSI and temp had dropped 15°C, pulled engine to idle and pressure dropped to a fraction above minimum permissible. Upon shutting down the ramp hand came to the cockpit and said you've got a great puddle of oil on the ground. Investigation found no oil in the tank and a split in the line from tank to pump. As long as the engine was kept running it was going to be available in the event the "good" engine coughed, had it been shut down and a restart attempted there would have been no oil. Never shut down an engine capable of producing power one Ansett chap said.
I can't prove it, but I have good reason to think that a submission I made to CASA resulted in the REPCON program. What have you done?
My interest in pulling the CB was piqued by an incident before we became two crew, had taken off and just settled in the cruise when I saw the the oil pressure on one engine had dropped into the yellow and fluctuating plus/minus 5PSI and temp had dropped 15°C, pulled engine to idle and pressure dropped to a fraction above minimum permissible. Upon shutting down the ramp hand came to the cockpit and said you've got a great puddle of oil on the ground. Investigation found no oil in the tank and a split in the line from tank to pump. As long as the engine was kept running it was going to be available in the event the "good" engine coughed, had it been shut down and a restart attempted there would have been no oil. Never shut down an engine capable of producing power one Ansett chap said.
you're clearly doing a great job of contributing to safety standards
Ixixly, we had instructions from the training dept that line capts were not permitted to offer anything that could be construed as instruction to FO's, reason being line capts don't have sufficient knowledge. The operation was unique in that it didn't comply with regs or its own ops manual. FO were supplied by a contractor, ink still wet a lot of them (we all have to start some where), only stayed for 18 months on average as there was no career progression, not permitted to crew night flights for example, that had to be done by two capts. There is a big world out there besides the strict airline world.
My interest in pulling the CB was piqued by an incident before we became two crew, had taken off and just settled in the cruise when I saw the the oil pressure on one engine had dropped into the yellow and fluctuating plus/minus 5PSI and temp had dropped 15°C, pulled engine to idle and pressure dropped to a fraction above minimum permissible. Upon shutting down the ramp hand came to the cockpit and said you've got a great puddle of oil on the ground. Investigation found no oil in the tank and a split in the line from tank to pump. As long as the engine was kept running it was going to be available in the event the "good" engine coughed, had it been shut down and a restart attempted there would have been no oil. Never shut down an engine capable of producing power one Ansett chap said.I can't prove it, but I have good reason to think that a submission I made to CASA resulted in the REPCON program. What have you done?
My interest in pulling the CB was piqued by an incident before we became two crew, had taken off and just settled in the cruise when I saw the the oil pressure on one engine had dropped into the yellow and fluctuating plus/minus 5PSI and temp had dropped 15°C, pulled engine to idle and pressure dropped to a fraction above minimum permissible. Upon shutting down the ramp hand came to the cockpit and said you've got a great puddle of oil on the ground. Investigation found no oil in the tank and a split in the line from tank to pump. As long as the engine was kept running it was going to be available in the event the "good" engine coughed, had it been shut down and a restart attempted there would have been no oil. Never shut down an engine capable of producing power one Ansett chap said.I can't prove it, but I have good reason to think that a submission I made to CASA resulted in the REPCON program. What have you done?
Nice to see people really living up to their names on here 
why do you think I chose that name?
If indeed that is really your attitude Tossbag, then I am extremely happy that I can be sure that I will never fly in an Aircraft piloted by you.
you know what I'm sayin'??
