Fuel point accepted which is obvioulsy aircraft dependent – if its injected it will just about start if the fuel isnt tunred on, and then very quickly stop. I agree about the point however, but where / if that is part of the SOP then it probably isnt unreasonable to expect it to be done. Also it is often part of the checklist to change tanks anyway so even if the engine did run for a while you will quickly notice of the fuel hasnt been turned on then, so I guess that would mean not one, but two checklist itmes ignored.
Bathman wrote:
Recently ive been pretty shocked at the standards of CPL holders.
Reducing power on climb-out before getting rid of drag (undercarriage).
Nonsense pre-departure briefs (V1 in an MEP)
Power Attitude Trim – I kid you not.
Flying out of trim
Flicking switches without understanding why/what the switch does.
Fuel caps left off.
Not monitoring refuelling ops.
Oils dipsticks
Oblivious to bug splats
Staring at PFD &/or MFD in busy Class G
Lowering gear/flap above limiting speeds
I have a loooooooong list.
Nonsense pre-departure briefs (V1 in an MEP)
Was it the use of the term V1 in a performance B aircraft? or the pre take off brief itself?
Power Attitude Trim
Presumably acceptable when levelling off in a descent?
Any pattern in where they trained?
RobertL18C wrote:
Nonsense pre-departure briefs (V1 in an MEP)
Was it the use of the term V1 in a performance B aircraft? or the pre take off brief itself?Power Attitude Trim
Presumably acceptable when levelling off in a descent?
V1 – both. And then often something along the lines of “if we have an engine failure below blue line we’ll land ahead” when they are clearly confusing Vysse with Vmca.
PAT – ie not using it.
These are people who are being paid to fly aircraft. :(
