Boeing incidents/accidents due to Thrust/Pitch mode mishandling
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Possibly time for the regulators to step in to scrub the Multi Engine Licence and insist on 1500 hours of GA or 1500 hours of mixed GA and light twin turbo first officer experience, anything to develop the natural reactions to an aircraft with the potential to fall out of the sky if not attended to properly?
My 2 pennies
Nemo Me Impune Lacessit
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Sonicbum - My only quibble with your argument is that simulators rarely faithfully reproduce the seat of the pants sensations necessary to properly fly an aircraft and so obviously lacking in some recent accidents.
Quite so, Sonicbum, but I also agree with parabellum.
Too many simulator sessions these days are box ticking exercises then-piss-off-early-to-beat the traffic. If an exercise is not flown properly, you get a minor bollocking from the TRE who tells you what you should have done, then an immediate repeat which, unsurprisingly, you get right. The box is ticked and you move on to the next exercise. But have you really learned, understood and practiced the manouever until it is second nature? Of course not.
As a long term Airbus pilot recently converted onto the Boeing, I do find the Boeing autothrust confusing. Obviously, I am not completely au fait with it yet, but it seems (to me) go to arm at strange times, and doesn’t always pick up, so you have to watch it like a hawk otherwise it can bite you in the arse by dropping out while you are re briefing because the arrival and ILS changed or whatever.
Too many simulator sessions these days are box ticking exercises then-piss-off-early-to-beat the traffic. If an exercise is not flown properly, you get a minor bollocking from the TRE who tells you what you should have done, then an immediate repeat which, unsurprisingly, you get right. The box is ticked and you move on to the next exercise. But have you really learned, understood and practiced the manouever until it is second nature? Of course not.
As a long term Airbus pilot recently converted onto the Boeing, I do find the Boeing autothrust confusing. Obviously, I am not completely au fait with it yet, but it seems (to me) go to arm at strange times, and doesn’t always pick up, so you have to watch it like a hawk otherwise it can bite you in the arse by dropping out while you are re briefing because the arrival and ILS changed or whatever.
Possibly time for the regulators to step in to scrub the Multi Engine Licence and insist on 1500 hours of GA or 1500 hours of mixed GA and light twin turbo first officer experience, anything to develop the natural reactions to an aircraft with the potential to fall out of the sky if not attended to properly?
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Quite so, Sonicbum, but I also agree with parabellum.
Too many simulator sessions these days are box ticking exercises then-piss-off-early-to-beat the traffic. If an exercise is not flown properly, you get a minor bollocking from the TRE who tells you what you should have done, then an immediate repeat which, unsurprisingly, you get right. The box is ticked and you move on to the next exercise. But have you really learned, understood and practiced the manouever until it is second nature? Of course not.
As a long term Airbus pilot recently converted onto the Boeing, I do find the Boeing autothrust confusing. Obviously, I am not completely au fait with it yet, but it seems (to me) go to arm at strange times, and doesn’t always pick up, so you have to watch it like a hawk otherwise it can bite you in the arse by dropping out while you are re briefing because the arrival and ILS changed or whatever.
Too many simulator sessions these days are box ticking exercises then-piss-off-early-to-beat the traffic. If an exercise is not flown properly, you get a minor bollocking from the TRE who tells you what you should have done, then an immediate repeat which, unsurprisingly, you get right. The box is ticked and you move on to the next exercise. But have you really learned, understood and practiced the manouever until it is second nature? Of course not.
As a long term Airbus pilot recently converted onto the Boeing, I do find the Boeing autothrust confusing. Obviously, I am not completely au fait with it yet, but it seems (to me) go to arm at strange times, and doesn’t always pick up, so you have to watch it like a hawk otherwise it can bite you in the arse by dropping out while you are re briefing because the arrival and ILS changed or whatever.
Last edited by sonicbum; 20th Oct 2018 at 15:32. Reason: typo
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I honestly don't know where we are going to end up by following those principles and I praise those operators who still manage to keep the bar high regardless of how expensive it is.
They lose confidence quickly especially as we all know it takes real pure flying skill to be able to consistently nail a good crosswind landing without screaming tyres and being jerked sideways. It takes at least ten landings on maximum crosswinds in the simulator before some new pilots get the hang of the de-crabbing technique. These can be done from one mile final or five mile final using re-positioning after touch down. Yet few syllabus will allow the half-an-hour of time needed for practice until certified competent.
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A good example is competency in max crosswind landings during both type rating and re-currency simulator training sessions. Many low experience pilots fear crosswind landings; yet their boxes are ticked off after two or three landing attempts if they are lucky and it's on to the next sequence in the syllabus.
They lose confidence quickly especially as we all know it takes real pure flying skill to be able to consistently nail a good crosswind landing without screaming tyres and being jerked sideways. It takes at least ten landings on maximum crosswinds in the simulator before some new pilots get the hang of the de-crabbing technique. These can be done from one mile final or five mile final using re-positioning after touch down. Yet few syllabus will allow the half-an-hour of time needed for practice until certified competent.
They lose confidence quickly especially as we all know it takes real pure flying skill to be able to consistently nail a good crosswind landing without screaming tyres and being jerked sideways. It takes at least ten landings on maximum crosswinds in the simulator before some new pilots get the hang of the de-crabbing technique. These can be done from one mile final or five mile final using re-positioning after touch down. Yet few syllabus will allow the half-an-hour of time needed for practice until certified competent.