jugement at 500 hrs vs 5000 hrs?

[RichardRambone]

I think attitude is huge. I am a lower time guy but work with 10,000 hour pilots everyday. They are humbled and realize that these things will kill you and if you are arrogant enough to think otherwise then I don't want to be there when it happens. I was hanging out with a client that had God knows how many hours, ex F-4 pilot in Nam and a recently retired 777 Captain. He was very interested and willing to learn and proactive about this little 182 I brought him. He was interested just as much as a student pilot to the things I was telling him. I think the more cautious you are you hedge your bets even more against Murphy.

 

[Toobdrvr]

Hopefully, by 5,000 hrs one learns how to spell "Judgement"...

...sorry, couldn't resist. Back to my hole...

 

[time builder]

When I was around 300+ hours, I wouldn't fly solo IFR. A couple hundred hours later after flying turboprops with more experienced captains around icing, thunderstorms, etc, I was much more comfortable, and found myself being a much greater asset in the cockpit, particularly with newer captains.
Amazing what a couple hundred hours of quality time will do.
Along the lines of what was said earlier, the most experience with more hours will be along the lines of maintenance and weather scenarios. Not that I'm "there." I'm sure I still have a lot to learn.

Oh, and by the way, if you ever work at an entry-level company flying piston planes that tells you about all the 1200+ hour pilots they've weeded out of training, think about it for a minute, they got last pick, the good ones got jobs flying jets or turboprops.

 

[8inMan]

That last statement was BS.

 

[timeoff]

Oh, and by the way, if you ever work at an entry-level company flying piston planes that tells you about all the 1200+ hour pilots they've weeded out of training, think about it for a minute, they got last pick, the good ones got jobs flying jets or turboprops.

So not true.

 

[Hoodabundy]

The title of the thread is judgment not experience. I flew with a guy who had around the 6000hr mark and I had 1200 or so. There were things that he would do that did not show good judgment. (i.e. going for blue sky on departure instead of flying the DP. Lets just say you cant see the mountains when your in the clouds)
Experience is one thing but how you use your experience will determine if you have good judgment. Sometimes judgement is just common sense.....

 

[volunteer]

The most incompetent pilot that I have flown with to date is a 22,000 hour retired airline captain. Experience is fine, but attitude (no pun intended) and competency is everything.

 

[deemee boosgkee]

When I was around 300+ hours, I wouldn't fly solo IFR. A couple hundred hours later after flying turboprops with more experienced captains around icing, thunderstorms, etc, I was much more comfortable, and found myself being a much greater asset in the cockpit, particularly with newer captains.
Amazing what a couple hundred hours of quality time will do.
Along the lines of what was said earlier, the most experience with more hours will be along the lines of maintenance and weather scenarios. Not that I'm "there." I'm sure I still have a lot to learn.

Oh, and by the way, if you ever work at an entry-level company flying piston planes that tells you about all the 1200+ hour pilots they've weeded out of training, think about it for a minute, they got last pick, the good ones got jobs flying jets or turboprops.

In regards to ice and t-storms what did you later figure out that you weren't sure about before at 300 hrs? Was it learning not to trust ATC to keep you away from cells when onboard radar wasn;t onboard, learning that even a FIKI plane should get out of ice whenever ASAP, telling ATC "unable" when they want you at 4000 feet 50 miles (in an ice laden stratus layer!) away while cruising peacefull on top? Give me a few specifics in scenarios dealing with ice and boomers that you found to be valuable lessons. I can't believe this thread has remained so civilized!! Knock on wood!!

 

[8inMan]

The title of the thread is judgment not experience. I flew with a guy who had around the 6000hr mark and I had 1200 or so. There were things that he would do that did not show good judgment. (i.e. going for blue sky on departure instead of flying the DP. Lets just say you cant see the mountains when your in the clouds)
Experience is one thing but how you use your experience will determine if you have good judgment. Sometimes judgement is just common sense.....

I agree.

Oh, and by the way, if you ever work at an entry-level company flying piston planes that tells you about all the 1200+ hour pilots they've weeded out of training, think about it for a minute, they got last pick, the good ones got jobs flying jets or turboprops.

I don't know how you could be so misinformed or confused to actually believe that.

 

[con-pilot]

A very simple answer to this question is; you can't teach experience.

Now with that being said, I knew a pilot that when he retired at the age of 70 had over 40,000 hours of time. That's right, over 40,000 hours, but all as a flight instructor. He had never been farther than 150 miles from his home base, he never flew an airplane larger than a light twin.

So, there is experience and then there is experience.

As AA717 said, "There are no wheat fields at 30W."


(Oh, sorry, bean fields.)

 

[time builder]

In regards to ice and t-storms what did you later figure out that you weren't sure about before at 300 hrs? Was it learning not to trust ATC to keep you away from cells when onboard radar wasn;t onboard, learning that even a FIKI plane should get out of ice whenever ASAP, telling ATC "unable" when they want you at 4000 feet 50 miles (in an ice laden stratus layer!) away while cruising peacefull on top? Give me a few specifics in scenarios dealing with ice and boomers that you found to be valuable lessons. I can't believe this thread has remained so civilized!! Knock on wood!!

I don't want too sound like a know it all with icing, but before, a trace of ice on my plane would have scared me. There's a lot of things that seem like common sense now, but didn't then.
Examples:
Watch your airspeed, if you don't lose more than 10 kts before you can get it to stop accumulating, its probably not a big deal.
Climbing to a colder altitude will stop accumulation, but then your boots won't necessarily be able to shed what you've got.
Speed aids your ability to shed ice.
Common sense, right?

 

[plattsburgher]

For what it's worth:

I think you are getting there when you are as pleased with a good go-around as you are with a good landing.

 

[time builder]

I agree.

I don't know how you could be so misinformed or confused to actually believe that.

Not meaning to disrespect die hard recip fans, I'm sure there are some worthwhile jobs out there. However, most know they attract pilots who are building hours, and can pay them minimal wages, but that doesn't keep them from "compensating." The same training captain also tried to convince me that being a C206 captian was "much harder than being in the right seat of a turboprop." Must have been because he weeded out a couple cargo FO's, along with the high time pilots.

 

[deemee boosgkee]

I don't want too sound like a know it all with icing, but before, a trace of ice on my plane would have scared me. There's a lot of things that seem like common sense now, but didn't then.
Examples:
Watch your airspeed, if you don't lose more than 10 kts before you can get it to stop accumulating, its probably not a big deal.
Climbing to a colder altitude will stop accumulation, but then your boots won't necessarily be able to shed what you've got.
Speed aids your ability to shed ice.
Common sense, right?

Very interesting to read that. In terms of being afraid of "a trace of ice" as you mentioned, that depends. If it is in a 172, even a trace would increase my pucker factor significantly. On the other hand, in a King Air, light or even moderate in flight icing probably would not concern me too much assuming I know I can get out of it in a short time frame. This seems doable since significant icing layers are seldom more than 3,000 feet thick.

I agree with you in that airspeed seems like the best indication to measure how much ice is slowing performance. BTW how common is ice in clouds that aren't associated with fronts or lows?

I think you are getting there when you are as pleased with a good go-around as you are with a good landing.

So true. A superior pilot uses his superior judgement to avoid situations that require his superior skills.

 

[frog_flyer]

this doesnt come from experience, but i think the extra 4500 hours trains you to spell "judgement"


BOLLOCKS SOMEONE BEAT ME TO IT