c5load From United States of America, joined Sep 2008, 917 posts, RR: 0 Posted (2 years 3 months 2 weeks 2 days 2 hours ago) and read 3195 times:
Is there an initial cadre of pilots and flight attendants that are specially selected from various types of other airplanes to undergo training? For example, when DL was getting the 777, there wasn't an aircraft like it yet in the fleet. Did they pick 767 pilots or did they simply post a bulletin for captains that wanted to change airplanes to apply?
"But this airplane has 4 engines, it's an entirely different kind of flying! Altogether"
NAS738 From Norway, joined Aug 2010, 28 posts, RR: 0 Reply 1, posted (2 years 3 months 2 weeks 2 hours ago) and read 2901 times:
Seniority!!!
And experience on airplanes that have a common layout. I know that when EK took delivery of their first A380 they chose to use experienced A340 pilots to be the first to fly it because of the high similarity between the two. (both fourholers and much of the same buttons and switches in the cockpit) Then they shipped the lucky ones off to Tolouse for training.
When it comes to ground crew, Lufthansa is a great example of how things should be done. Use mock ups and simulators.
330Guy From Ireland, joined Nov 2010, 453 posts, RR: 2 Reply 2, posted (2 years 3 months 2 weeks 1 hour ago) and read 2889 times:
Boeing gives airlines a lend of their test pilots for a few months to help the new pilots with any given type if its the first of that type an airline gets, They mentioned something about it on an Air Canada DVD I have. The particulars were never mentioned i.e. Does the test pilot fly as FO or Cpt or is he/she just flying as a "check pilot"
474218 From United States of America, joined Oct 2005, 6340 posts, RR: 10 Reply 3, posted (2 years 3 months 2 weeks ago) and read 2872 times:
I have no idea how the operators chose whom will be assigned to a new to the fleet aircraft type, but:
The manufacture provides as parts of the sales contract a specific amount of start up assistance.
The manufacture will train an agreed upon number of flight crews, cabin staff and maintenance personal. This is normally done at the manufacturers facilities where they maintain training departments specifically for this purpose.
The manufacture will then provide an on-site introduction team that consists of flight crew instructors, system engineers, maintenance and logistic specialists that will assist the airline personal getting the operations up and flying. This team will stay for a specific period of time. When they leave a permanently assign manufacturers representative will stay with the airline, usually for as long as the operator operates the aircraft. The on-site representative can request factory support at anytime should the need arise.
The start up training starts many months before the first aircraft is even delivered.
pilotpip From United States of America, joined Sep 2003, 3081 posts, RR: 12 Reply 6, posted (2 years 3 months 1 week 1 day 3 hours ago) and read 2230 times:
Quoting bjorn14 (Reply 5): What if the airline gets a smaller type...does senority still rule?
Generally, yes. Remember, bigger isn't always better in everybody's mind. There could be advantages to upgrading from FO on a big airplane to Captain on a smaller aircraft. Pay is one of them.
keagkid101 From Portugal, joined Mar 2010, 301 posts, RR: 0 Reply 7, posted (2 years 3 months 1 week 23 hours ago) and read 2196 times:
I've always wondered: When an airline orders, lets say a EMB-120, and the airline operates in Sydney, how would the aircraft get from Brazil to Australia? Where would it stop?
PPVRA From Brazil, joined Nov 2004, 8492 posts, RR: 43 Reply 8, posted (2 years 3 months 1 week 22 hours ago) and read 2178 times:
Quoting keagkid101 (Reply 7): I've always wondered: When an airline orders, lets say a EMB-120, and the airline operates in Sydney, how would the aircraft get from Brazil to Australia? Where would it stop?
Up to Alaska, over to Russia and Japan, then down south to Australia through all the islands.
"If goods do not cross borders, soldiers will" - Frederic Bastiat
Up to Alaska, over to Russia and Japan, then down south to Australia through all the islands.
How many times do you think it has to stop from South America to Alaska? 5 or 6 times?
The range of jets goes *way* up when you're not carrying revenue payload. You're out on the fuel-volume limited part of the payload/range curve with very low payload. An EMB120 can probably go 1500+nm in a ferry load. But it's still a lot of stops.
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