2 CRJ pilot job openings at SKYW

[ERJFO]

And guess what? You'll be in the chief pilots office if you can't do it. Why? Because it's your job to know how to land in those conditions. You should never have to go around more than once.

Please tell me this is a joke.

 

[The_Russian]

Quote:
Originally Posted by The_Russian
And guess what? You'll be in the chief pilots office if you can't do it. Why? Because it's your job to know how to land in those conditions. You should never have to go around more than once.


Please tell me this is a joke.

Why would that be a joke? As a paid pilot you should be able to put an aircraft down on the runway in normal, safe conditions that are within the limitations of the aircraft the first time. If you cannot put the airplane down in those conditions without repeated attempts, then you should be removed from duty.

 

[Freight Dawg]

I love you regional guys, ya'll are so entertaining. Hell I bet you guys eat your young too! Keep the bashing going!

 

[The_Russian]

Hey,

Everyone's an expert here, you know!

 

[The_Russian]

And whats with you freight trash guys hogging the TV in the crew lounge, huh? I found peanut shells in the recliner last week. GEEEEZZZ!!

 

[Freight Dawg]

Sorry about that, I must have fallen asleep again.

 

[ERJFO]

Why would that be a joke? As a paid pilot you should be able to put an aircraft down on the runway in normal, safe conditions that are within the limitations of the aircraft the first time. If you cannot put the airplane down in those conditions without repeated attempts, then you should be removed from duty.

Aircraft limitations can be pretty broad, it's easy to do in a 1900 but when you toss a swept wing jet into the mix things get a little tougher.

 

[The_Russian]

Aircraft limitations can be pretty broad, it's easy to do in a 1900 but when you toss a swept wing jet into the mix things get a little tougher.

Umm, concerning what? You should be able to land it either way. If not, that person should not be allowed out of training.

 

[Stifler's Mom]

Why would that be a joke? As a paid pilot you should be able to put an aircraft down on the runway in normal, safe conditions that are within the limitations of the aircraft the first time.

There you go again, referring to the Gulfstream pilots as "paid" pilots.

If you cannot put the airplane down in those conditions without repeated attempts, then you should be removed from duty.

But, will you get a refund on your training costs?

 

[Sig]

Okay- you're attempting an approach (well above mins, wx spotty but erupting at random) to a wet runway in reported "moderate" *wink* turbulence. Tower reports the wind has shifted 40 degrees and increased the steady by 15 and the gusts an additional 10. You guess the X-wind component is exactly the limitation on your airframe- but you also remember that's to a DRY runway (for shiggles and gits, lets call it 36kts), no numbers for wet. You go around to the shorter runway with a non-precision approach, because the wind now favors it.

At MDA, the field is in sight exactly* 3:1 for the DME of the MAP, so you continue. All he!! breaks loose because an extreme downpour opened up opposite you from the field, and the outflow shear is about +45 knots.

Now, do you try to wrestle that bear with the GPWS a-ringing, cowboy- or do you (knowing min fuel will allow for quite a bit of holding in the clear a couple miles west) and like a pi$$-poor aviator weakly initiate the go, tell tower where you're going and why, and lamely hold for about 5 minutes while the cell screams over the airport and land in the clear?

Shoulda bought my job, I guess.

*Severe clear, BTW. Spotty showers were what you just flew through, airport has nothing over it. Vis in showers 2-4mi.

 

[The_Russian]

You hold. I am not saying that "as an airline pilot, you should be able to land in anything". If you read my previous posts you would know that.

 

[rsspilot]

A little education for ya. 121 operations fly in bad weather all the time. The operation specifications spell out the limitations for operating in poor weather. If the weather conditions fall within those limitations (ie: 10kt tailwind) and all performance limitations are met, then you will operate in those conditions. Of course the PIC can decide not to operate in those conditions if there is something that he/she perceives as a safety of flight issue. I flew 121 for a regional for 9 years. There were many times where we operated right at the limits. Its just the nature of the job.

I dont think anyone should be fired for one mistake. They were just trying to get people home to their families.

 

[federico]

Does anybody have the actual ATIS or know he if had a wind check at 1000 ft and what his FMS showed what the wind was.

 

[Cardinal]

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Guys, come on. This and many other overrun accidents are a case of being in the wrong place at the wrong time. For example, what Southwest did at MDW was a case of just that. Everytime an accident like this happens we all have to play monday morning quarterback and thats not good because it could happen to any of us. I think we can all admit we've done things, 121 or not, in airplanes that after we were done made us go "probably shouldn't have done that." We're human.

YGBSM! Where do you work, so that I may never set foot on one of your aircraft. Wrong place at the wrong time? Like, it's just one of those things, like gum stuck to your shoe or getting crapped on by a passing pigeon?

There are destinations operated even by our humble 1900 carriers, places like FMN or AUG, where an overrun means that we all die. Period. The only thing that should put me in such a position of certain death is some sort of massive brake failure at the optimum worst point in the landing roll. The likelihood of that is scant, and I can deal with that. But wrong place at the wrong time? If you consider AA1420 and similar examples, the "wrong place" was under a +TSRA, and the "wrong time" because it was on the field! The crew should be involved in the selection of the time and place of their demise.

Of course we all make mistakes but you may find that society, your company, the NTSB, the FAA and your consicence won't say "crap happens" when you fireball across the field boundary.

This is the attitude that has been pissing me off lately at some of the B1900FOs and B1900CAs I've been paired with. Great guys 'n gals, but lets remember we are airline pilots! . We are expected to perform to a high standard, despite lackluster management, equipment, and conditions. We can expect to be evaluated. We can expect to get dequal'd if we demonstrate that we suck. All of this seems to come as a complete shock to some of us.

I love flying, the people I fly with, I have fun flying, I look forward to coming to work. But we need to remember that we are operating a delicate, high speed, incendiary device filled with people. The public has entrusted their lives to us.