Second the Choc Frog motion.
DV – “What that means is that a pilot in an airline is a product of his or her C&T system.”
This is not the place for an in depth look at the statement above, which is IMO 70% correct. Other underlying factors which demand analysis comprise the remaining 30%. Beginning with the ‘official’ dictates at flight school level where the basic building blocks of multi engine operations are taught – some of the tales from that field are truly scary. Then there is the tortured ‘approval’ process for a C&T system, which has produced some bizarre results, cast in stone and ‘black letter’ compliance. Then there is the HR element of pilot ‘selection’ which perpetuates and compounds the system flaws.
Back in the day – to convert a pilot to a new aircraft type, it was a matter of introducing the systems, peculiarity’s and ‘differences’ of the aircraft which would be added to the existing basic skills. In recent times as much time again and often more is needed to bring the basic flying skills to an acceptable level – before applying those skills to a new aircraft type.
DV – “There is NO REASON why a 300 hour pilot shouldn't be in the RHS of an ATR, Dash, 737 or A320. Provided that they are trained correctly.”
Agreed; and, provided both elements of the raw material are up to specification. – The small skills, like maintaining speed control all the way to the touch down point and the training skills to recognize a potential ‘hole’ in the knitting, before it becomes a tangle of machinery and tarmac.
Big topic, but Bravo Di Vosh for having the grit to even attempt to raise it. No good discussing it here though – just wasting wind - preaching to the converted.
Toot – toot.
DV – “What that means is that a pilot in an airline is a product of his or her C&T system.”
This is not the place for an in depth look at the statement above, which is IMO 70% correct. Other underlying factors which demand analysis comprise the remaining 30%. Beginning with the ‘official’ dictates at flight school level where the basic building blocks of multi engine operations are taught – some of the tales from that field are truly scary. Then there is the tortured ‘approval’ process for a C&T system, which has produced some bizarre results, cast in stone and ‘black letter’ compliance. Then there is the HR element of pilot ‘selection’ which perpetuates and compounds the system flaws.
Back in the day – to convert a pilot to a new aircraft type, it was a matter of introducing the systems, peculiarity’s and ‘differences’ of the aircraft which would be added to the existing basic skills. In recent times as much time again and often more is needed to bring the basic flying skills to an acceptable level – before applying those skills to a new aircraft type.
DV – “There is NO REASON why a 300 hour pilot shouldn't be in the RHS of an ATR, Dash, 737 or A320. Provided that they are trained correctly.”
Agreed; and, provided both elements of the raw material are up to specification. – The small skills, like maintaining speed control all the way to the touch down point and the training skills to recognize a potential ‘hole’ in the knitting, before it becomes a tangle of machinery and tarmac.
Big topic, but Bravo Di Vosh for having the grit to even attempt to raise it. No good discussing it here though – just wasting wind - preaching to the converted.
Toot – toot.