The Atlantic Southeast pilot group, overall, is a truly outstanding collection of aviation professionals.
Ummm,
I got a few stories from my two years there that would contradict that statement.
There was a speed restriction of 250 kts next to a 9,000 crossing restriction and the Captain I was flying with asked if I could call to see if ATC needed the speed. I told him it was below 10,000', and he still made me call. Good times.
Captain was hand flying the aircraft into DFW on a beautiful VFR day. We were getting vectored all around and slowed to 250 kts. As our number came up, ACT told us to pick the speed up to 310. As we stabilized at our new speed I could tell the Captain saw something he didn't like. He didn't say anything, but he kept glancing around the cockpit cross checking everything. I finally asked him what the problem was. He said that his attitude indicator was not working correctly. I scanned my PFD, then his, then the standby. They all were showing the same thing. Since we were VFR, we were able to cross check it with the "big attitude indicator" out our windows and it too was the same. He then went on to tell me that at 250 kts it took X degrees on pitch to hold altitude, and now at 310 kts it was taking far less pitch to hold altitude. At first I figured he was just joking with me, but after a few minutes of discussion I realized he really didn't understand why different speeds required different pitches to hold altitude. I tried to explain it to him for about 15 minutes, but he was convinced that something was wrong and was going to write up his AHRS on arrival into DFW. I told him he would need to write mine up also, since it was doing the same thing. Upon arrival into DFW, the Captain called maintenance and did just that, write up both AHRS.
There are more stories, but those two still stand out in my mind.
Now, most of the ASA pilots I flew with were good, but every company has it's 5%, I guess I just got to fly with them at ASA.
ex-ASA