Any "Latest & Greatest" about Delta?
07-20-2010, 05:24 AM
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Position: Light Chop
Posts: 23,286
There is a push to go to a Hard Card for the Recall Items but to date that has not occurred.
Also think of it this way. We are not required to know a/c weights just fuel capacities. It is a "big boy" course. I have taken a few PC's here and a few other events and a few full training courses. It is probably the best way to get the required checks in em boxes with the least amount of pain. Of course I would like a little more class work on the systems, but we as pilots have proven that a bare bones course works and that we can be successful with it. It will be really hard to convince the finance guys to throw millions that way, so the onus is on us to make it work.
Also think of it this way. We are not required to know a/c weights just fuel capacities. It is a "big boy" course. I have taken a few PC's here and a few other events and a few full training courses. It is probably the best way to get the required checks in em boxes with the least amount of pain. Of course I would like a little more class work on the systems, but we as pilots have proven that a bare bones course works and that we can be successful with it. It will be really hard to convince the finance guys to throw millions that way, so the onus is on us to make it work.
It's like DH said, keeps pilots from getting into someone elses job. Don't break it and if it's broken run the QRH and it's really a problem, land. Knowing nuances of an airplane won't save the day when push comes to shove.
Btw, previous employer also on type rides threw in the engine failures on go arounds in imc and approach to stall to recovery within 50 or 100', can't remember. Not complaining, actually thought that was good training but if Delta doesn't do it then I can live without it.
07-20-2010, 05:28 AM
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I like having the in depth knowledge. For one we can actually tell a Mechanic what is going on. I also do not want to build a jet, just understand how it "really" works.
I know from my former life we never did a multiple systems emergency in a checking event. It was always a single systems malfunction that was covered in the QRH. Now ever so often we would have a scenario that required true systems knowledge.
I just do not see us reverting to that given how successful we have been at the current system.
I know from my former life we never did a multiple systems emergency in a checking event. It was always a single systems malfunction that was covered in the QRH. Now ever so often we would have a scenario that required true systems knowledge.
I just do not see us reverting to that given how successful we have been at the current system.
07-20-2010, 05:30 AM
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FtB, I agree. Also, it comes down to what really is going to happen in the "real world."
07-20-2010, 05:57 AM
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Nothing like waking up @ 0400 to commute in only to have your first turn cancelled. 
07-20-2010, 06:05 AM
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What was the saying, what we want you to know about the 767 is 6' wide and 1" deep. Which is the width of the cockpit and how deep a button goes when pushed.
07-20-2010, 06:06 AM
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07-20-2010, 06:09 AM
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That was actually MacGyvers dad - he was not only an inventor, but also a well known nudist.
Scoop
07-20-2010, 06:48 AM
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I find this very interesting, if not somewhat disturbing. What pilot would shut down their only remaining engine. Was this really a problem?
07-20-2010, 06:56 AM
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Good times.
07-20-2010, 07:35 AM
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On the MD88/90, the back of the QRH section has a paragraph basically saying the Captain can perform "common sense" action prior to executing memory items if it deems necessary.
Simple scenario. One of your engine has an uncontained severe engine damage at V1, you are now no longer bind by how we were trained and wait until the jet stabilizes and the PF calls for the QRH. The Captain can pull the fire handle when he deems necessary. It was how we trained in my recent CQ. I think it's in the right direction.
I think in order for the crew to be able to do that, you need some system knowledge more than enough to pass the ESV. Don't you think?
Simple scenario. One of your engine has an uncontained severe engine damage at V1, you are now no longer bind by how we were trained and wait until the jet stabilizes and the PF calls for the QRH. The Captain can pull the fire handle when he deems necessary. It was how we trained in my recent CQ. I think it's in the right direction.
I think in order for the crew to be able to do that, you need some system knowledge more than enough to pass the ESV. Don't you think?
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