Aviation Expert slams regional pilots
05-14-2009, 05:52 PM
#81
Gets Weekends Off
Joined APC: Mar 2008
Position: CL-65 FO
Posts: 120
Just pulled up good old Al's record on the FAA website. While he can wave his big bad credentials, he is not even instrument rated. It says right there he has the 50 mile and no at night limitation! Is he really in any position to comment on airline pilots in IMC conditions?
https://amsrvs.registry.faa.gov/airm...od=1&certNum=1
05-14-2009, 06:16 PM
#82
Gets Off
Joined APC: Jan 2008
Position: On Top
Posts: 742
Just to discredit this tool bag a bit more, and to prove that we all can make mistakes here you go folks. I'm sure must of you have seen this, but if you haven't, here's "the creme of the crop" slamming it on the ground with the gear up.
And just to be clear, this is not an attempt at insulting our brothers in the military, but rather to illustrate how we are all subject to mistakes regardless of our backgrounds and training. If you are one of many flying/serving in our armed forces I thank you for your service.
Bagram C-17 Accident Investigation Board complete
Headquarters AMC Public Affairs
5/7/2009 - SCOTT AIR FORCE BASE, Ill. -- Air Mobility Command today released the results of its investigation into the Jan. 30, 2009, mishap involving a C-17 Globemaster III that landed with retracted gear at Bagram Air Base, Afghanistan.
The Accident Investigation Board, convened by AMC, concluded the primary cause of the mishap was the failure of the pilots to lower the landing gear and confirm proper aircraft landing configuration in accordance with the Before Landing checklist.
The AIB president also found that aircrew distractions, task saturation, reduced cockpit visual cues, failure of the flight crew to cross- monitor each other's performance, the tower's failure to transmit a required reminder, and the crew's inadvertent disabling of Ground Proximity Warning System alerts contributed to the mishap.
The mishap occurred as the C-17 was landing at Bagram AB during a combat airlift mission in support of Operations Enduring and Iraqi Freedom and Joint Task Force Horn of Africa operations.
The aircraft landed on the runway centerline with the landing gear retracted and slid approximately 4,500 feet before coming to rest on the runway. Crash, fire and rescue response was immediate, and there were no fatalities, injuries or damage to other property. However, damage to the aircraft's main landing gear and fuselage underbelly was significant.
Headquarters AMC Public Affairs
5/7/2009 - SCOTT AIR FORCE BASE, Ill. -- Air Mobility Command today released the results of its investigation into the Jan. 30, 2009, mishap involving a C-17 Globemaster III that landed with retracted gear at Bagram Air Base, Afghanistan.
The Accident Investigation Board, convened by AMC, concluded the primary cause of the mishap was the failure of the pilots to lower the landing gear and confirm proper aircraft landing configuration in accordance with the Before Landing checklist.
The AIB president also found that aircrew distractions, task saturation, reduced cockpit visual cues, failure of the flight crew to cross- monitor each other's performance, the tower's failure to transmit a required reminder, and the crew's inadvertent disabling of Ground Proximity Warning System alerts contributed to the mishap.
The mishap occurred as the C-17 was landing at Bagram AB during a combat airlift mission in support of Operations Enduring and Iraqi Freedom and Joint Task Force Horn of Africa operations.
The aircraft landed on the runway centerline with the landing gear retracted and slid approximately 4,500 feet before coming to rest on the runway. Crash, fire and rescue response was immediate, and there were no fatalities, injuries or damage to other property. However, damage to the aircraft's main landing gear and fuselage underbelly was significant.
Last edited by Bond; 05-14-2009 at 06:35 PM.
05-14-2009, 06:23 PM
#83
Line Holder
Joined APC: Sep 2008
Posts: 82
It's evident your clueless of airline hiring. That 600 from one squadron is over a period of time I would say of about 10 years. At SWA we have a retired airforce guy who brags about getting all the Luke guys hired even though he does not know them personally. When all your buddies are on the hiring board it's easy to do.
05-14-2009, 06:32 PM
#84
Gets Weekends Off
Joined APC: Feb 2008
Position: retired
Posts: 645
dojetdriver:
"Does that mean that if it had been the CA's take off, a similar upset recovery procedure would NOt have been used and everybody would have lived?"
Yes.
Again,
Having completed a.a.m.p., I'd say I can make that point.
Read the report or consider this analogy:
Departing a slush covered runway, the crew should make turns to the left and right on climbout to avoid refreezing of the contaminant on the aileron hinges.
Contrast that with "a pilot, doing EXACTLY as he was trained to do by the airline" completing barrel rolls on the departure climb...
"Does that mean that if it had been the CA's take off, a similar upset recovery procedure would NOt have been used and everybody would have lived?"
Yes.
Again,
Having completed a.a.m.p., I'd say I can make that point.
Read the report or consider this analogy:
Departing a slush covered runway, the crew should make turns to the left and right on climbout to avoid refreezing of the contaminant on the aileron hinges.
Contrast that with "a pilot, doing EXACTLY as he was trained to do by the airline" completing barrel rolls on the departure climb...
05-14-2009, 06:33 PM
#85
Gets Weekends Off
Joined APC: May 2006
Position: Jet Pilot
Posts: 797
BTW, was the crew of Comair 5191 civilian or military trained? Using your logic isn't the captain (that would be the one responsible for the operation of an aircraft under part 121 and 135 operations) responsible in ensuring they are on the correct runway for takeoff??
05-14-2009, 06:52 PM
#88
Line Holder
Joined APC: Sep 2008
Posts: 82
Are you a kid? Maybe you need to read your FOM if you work for a airline, but the Captain is responsible for the safety and conduct of the flight. I'm not saying it, the FAA says it. Yeah, you work as a crew but the Captain has final authority of that aircraft. 91.3(a) says" the PIC that would be the captain for "you", is directly responsible for and is the final autority as to the operation of that aircraft.
05-14-2009, 06:55 PM
#89
Gets Weekends Off
Joined APC: Jul 2007
Position: 744 CA
Posts: 4,772
As for your 600 over 10 years... that would be 60 pilots each and every year from ONE squadron ALL going to DAL....... stop smoking the crack!
05-14-2009, 06:58 PM
#90
Line Holder
Joined APC: Sep 2008
Posts: 82
I will believe it when I see it. Like I said, I think you have watched Top Gun to many times.
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