What is your greatest piece of advice

Derg said:
Does Azure use time or do you guys insert hard values for your alternate and final fuel or just time? I can’t remember if that page is the same on your Honeywell boxes. Ungh, Honeywell blows.

(Hilariously, I know the engineer from Honeywell that designed that system, he’s retired in Scottsdale and his wife is in my exercise group)
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Hard values in pounds, either taken from the release (ALTN) or FOM values depending on whether you're in a 320 or 321 for min fuel.
 
Jordan93 said:
We still have a lot of issues doing RTOs for absolutely moronic reasons. It’s still a problem. In the past few months, we had a crew abort in LGA at 120kts for EFIS COMP MON
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The solution is to greatly narrow down the criteria. LGA is notorious for having to do that DG and slew stuff. But I still remember when we went there guys would just line up and go, or just manually adjust the slew without changing the mode (to DG or whatever that option was). It would "hold" it just log enough to get off the runway. Anyway the reality is there are very few reasons to reject a TO in the high speed regime. Luckily on the 'Bus it automatically inhibits the overwhelming majority of bells and whistles that might cause the crew to reject.

Another thing, everybody briefs the "if we think the aircraft is unable to fly." Problem is, that is a very vague concept. Moving in the high speed regime, how do you define this inability to fly? You might hear a pop noise which is just one wheel blowing, maybe the aircraft starts to pull one side as a result, and at least one pilot of the two thinks the aircraft can't fly safely now.

At a company I know about, there was one guy who aborted a Bus at 120 knots because when he looked down at the SD during his takeoff scan, he saw the oil quarts were 8.0 and 8.5 respectively. Those are still green values. No warning, no caution, no flashing lights, nothing. He rejects and blows 3 of the 4 main tires in the process. "Our limitation is 9.5 qts plus 0.5 qts per hour of flight." Yes, but that's at the gate. The phenomenon here is called oil gulping. Although I think common sense also says that when you apply takeoff power (high thrust setting coming from idle), the oil in the engine is going to slosh or move and cause a temporary lower than normal reading. But even if you don't know that, why would you abort with green engine values and no warnings, cautions, etc? That's when the "thought the aircraft would be unable or unsafe to fly" was used. Come on. Even in the highly unlikely scenario that both engines are leaking oil somehow at the same time AND at the same rate, just takeoff, declare, make a traffic pattern, and come back to land. Your air time can be under 5 minutes. On a side note, the oil qt advisory doesn't even flash until you get to <3 qts. And then it's an advisory only. Some systems knowledge here would have helped.

Long story short, be very careful about the decision to reject in the high speed regime.
 
Derg said:
Fuel. Time is essentially the “dash of salt” measurement of the aviation world.
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Agreed. Except the ETOPs flights, when the values inserted (I think) are 11% for rte reserve and 30 minutes for final fuel (instead of 45). I was never ETOPs qualified because only the west coast crews got checked out. But that's what I seem to recall.

Can we talk about Delta's A320 checklist? I mean ya'll realize it's an A320, not a space shuttle right? ;) Dang that thing is long!
 
I think the greatest piece of advice is to let your FO know you are the alpha male. Let him know you're the CA, make a motion of your hand down the middle of the flight deck and tell him everything on your side is yours, and everything on his side is also yours. Tell him he's of lesser worth, obviously not good enough to be a CA which is why you're in the left seat and he's stuck in the right seat. Let him know he'll do all walkarounds and get the leftover crew meal after you've picked your first choice. If you want his opinion, you'll ask him, which won't happen so don't worry. Quiz him the entire time during flight deck preparation to get a feel for his knowledge and what kind of FO he'll be. Once all that's done, tell him you're pretty laid back and by the book so it'll be a good trip.
 
Cherokee_Cruiser said:
Agreed. Except the ETOPs flights, when the values inserted (I think) are 11% for rte reserve and 30 minutes for final fuel (instead of 45). I was never ETOPs qualified because only the west coast crews got checked out. But that's what I seem to recall.

Can we talk about Delta's A320 checklist? I mean ya'll realize it's an A320, not a space shuttle right? ;) Dang that thing is long!
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I don’t think you want to attempt to logic battle me on ETOPS. It’s not going to go well for you. :)
 
@Cherokee_Cruiser

47092
 
Cherokee_Cruiser said:
Why? I don't think my upgrade program had "a lot" of RTOs. We did a couple in the sims but definitely not "a lot." I actually shudder at training pilots to reject a lot. I think you work today at the regional I was at and back then 11/12 yrs ago, it had the highest rate of rejected TOs for any regional back then. Guys were rejecting for all sorts of stupid stuff back then. I think there was even one regional where it became an interview question, what would you do if the guy next to you didn't have his shoulder harness on above 80 knots? I cannot believe somebody would high speed reject for something like that! That's exactly what you want :sarcasm: when you forget a shoulder harness: max braking attempt to bring the aircraft to a stop, how's that going to go with no shoulder harness?
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Slam their head into the glareshield and they'll probably never leave their shoulder straps off again...

Sent from my Moto Z (2) using Tapatalk
 
Jordan93 said:
I flew with a former Lear captain that made me pucker more times than I like to a few months ago. I flew with a 22 year old FO that didn’t fly anything faster than a 172 and was phenomenal. Bad apples everywhere.
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Don’t be an apologist, either.
 
Derg said:
Does Azure use time or do you guys insert hard values for your alternate and final fuel or just time? I can’t remember if that page is the same on your Honeywell boxes. Ungh, Honeywell blows.

(Hilariously, I know the engineer from Honeywell that designed that system, he’s retired in Scottsdale and his wife is in my exercise group)
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Slap him.
 
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