美國做機師 你問我答

因為樓主第1個post講稅後30K
稅前180K 都好多啦, 雖然冇得同IT 狗比, 但做自己鍾意既野都幾爽同埋人工唔差. 其實做機師1-2年後, 係咪差唔多每次飛都已經冇咩壓力, 唔洗帶腦番工

ATP嘅connection 根本唔重要
因為atp有嘅其他學校都有🤣
同埋而家咁等人，唔好睇咁重connection

識人10個月由零到mei
但你頂得順至好

有stem extension
夾埋有差唔多3年
除非你讀business 咁柒啦

你有turbine sic 有type rating 就算本身做緊果間唔幫你第二間都會啦

利申識幾個opt 係regional 做緊

所以我咪話要一個正駕就ok囉

所以我咪話要一個正駕就ok囉

記得男仔有無話要幾高先做得？民航同私人機要求會唔會有分別？
（利申：唔高，但好想試下學機

*其實

How about if the only pilot is the redundancy？The computer nowadays can already handle the majority of flight task, even CAT III landing. I am just wondering if the near future would phase out the role of pilot monitoring and leave the pilot flying alone in cockpit. I anticipate the pilot monitoring would still remain, but probably based on ground rather than flying

做飛機師,係咪要理科叻先有得做?
仲有,
D美國本土機師會唔會睇唔起亞洲機師

FAA ATP 好似易過easa atpl

你有無諗過 human in the loop 問題？

flight training 用 What type?
最先楂gor d

P牌仔

點可能唔帶腦，人命嚟㗎

乜撚野黎笑左

所有得一個駕駛員嘅交通工具都要面對

唔明，請解釋

ERJ yoke其實就唔就手
望落覺得怪怪地

好似你咁講只有一個正駕monitor住架飛機。但係當飛機有咩事嘅時候，機師點樣可以喺短時間之內理解得到發生緊咩事同架機做緊d 乜？佢點介入操控同做出正確嘅飛行決定？好多飛機意外都係同 lost in situation awareness 有關

之後諗下 long haul flight，有無可能只有一個機師 monitor 全程機？你可能話有副駕 remote monitoring，但係你上面咁講副駕 monitor 幾架機既時候，佢點樣好快咁代入到個情況？之後副駕返工放工既交接工作，你點確保 knowledge transfer?

之後你仲要考慮埋 trust in automation 問題，undertrust 同 overtrust in autonomous system 會影響飛機師同個駕駛系統嘅互動