Yeah because flying a 737 is so much harder than an rj. It always makes me laugh when I read job requirements requesting "heavy jet time" and that rj time or private jets don't make the cut. It's safe to say that my corporate jet I fly has the same automation, higher climb rate (thrust to weight ratio), and matched speed as a 737, but it doesn't count because it's not heavy enough.
I would like to see the AA heavy drives get in an Eagle Saab or ATR and fly 6 legs a day with the autopilot deferred. I've done the Saab and it was far more challenging with it's dated systems and flight characteristics than any jet I've flown. Also the Saab ground school was a nightmare compared to the jets I've flown. /QUOTE]
I'll play.
I've got 2800 hrs, and a worthless type, in a BAe3200 at TSA. No A/P, no YD, no elect trim, no lav. I also have a type in a BAe4100, also worthless. I went from the j41 to the L10 at ATA (1600 hrs). Hardest airplane I've ever learned, but the best hand-flying airplane I ever flew. I have a B757 type, easiest airplane I've ever learned, and a lot of fun to fly (400 hours). I've flown the B737-300, -700, and -800. Was perfectly happy to spend my career on it.
I flew many, many 10-leg days on the J32, with scheduled reduced-rest overnights. Both the J32 and J41 were easy to plan even with crappy weather. Pull the power back, and they come down. Flying with FO's who've never flown a larger jet, I've found that they don't know how to plan a descent. I've sat in the JS of EMBs and CRJs (thanks for the rides
) and they're a piece of cake. They climb really slow, and I've been vectored around them many times during a climb out because of it.
For example: 3-1 rule for descents. Few know how to do it in their heads. You also have to plan for decelerations. The L10 took 9-10 miles, depending on weight, to slow from 300 to 250 KIAS, the B757 about 7 miles, and the B737 4-5. The RJs I've seen rarely are above 270 KIAS, if ever above 250. It usually takes a similar distance to get from 250 to 210. The L10 you can't use flaps and speed-brakes at the same time.
I sat in the JS of a TWA DC9 JS with the A/P deferred. Needless to say, it was the FOs leg. He did fine.
In large jets, just about every runway length is a factor. 7000' is a long runway for an RJ, not so with larger jet. Throw in the fact that some of these runways are seen maybe once a week, (or once/twice a year) not 10 times a day, and it can get pretty tense.
I used to say that I'd always want to fly with someone that can hand-fly. I do, but now I also want to fly with someone that can manage all the "magic" in the cockpit, and not be "high and fast" all the time.
When it comes down to it, you get interviewed by who you know, then what you know, but you get the job by how well you bullsh!t. You keep the job by how you fly and play with (serve) others. One last thing. There's string around these parts about "Airline types need not apply" that applies to a corporate position. You never see that for airline jobs.
Hope you never see your company shut down. It's worse than being furloughed.
uke:
