I love teh 1900

Seggy said:
We had a 'typical' easy day in the Beech today

Today we blocked 5.2 went from ALB-BOS-ISP-BOS-ALB.

NOAA should have hired us as hurricane hunters with the low pressure of the shore. It was fun flying through a Nor'easter especially when you are showing a ground speed of 140 knots from BOS-ISP.

ISP said we were the first plane to arrive in two hours and they asked for a ride report as Southwest reported severe turbulence below 1000 two hours before and the weather has gotten worse since we arrived.

4 ILS approaches today.

Had five people puke.

moderate to severe turbulence sigmets all around.

And we were on time the whole day, actually got into ALB early.

LONG LIVE THE BEECH!

:)
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Thats awesome Mark!! I think they had LGA shut down for awhile today when the worst part was rolling through. They had planes stacked up waiting. Once the rain stopped and things got marginally better, it was one right after the other departing. And the COOLEST part, was when a Delta Mad Dog started his take off roll. It was SO loud by Flight Safety, that I felt my nads rumble. That was awesome! I can't imagine flying one of those bad boys...cool. :)
 
One of the classes I wished I had prior to my first airline ground school: Basic Electrical Theory.

The guys that had it were able to look at a electrical diagram of a system and go, "Oh! Now I understand why this does that on DC power." and it'd take me a little longer to understand the system.

Diodes, capacitors, breakers, fuses, solenoids, all that jazz are important things to have an understanding of if you're going to succeed in ground school. Especially the "walk me thru the scenario if your pressured oil fitting springs loose on the torque transducer and pumps oil into the inlet" or the "I'm an electron. Walk me from the generator to the DC bus"
 
Re: I love the 1900

I miss the Mighty Beech Airliner. So much hard work, but so much fun.

I miss playing a tune with the vent window, too. And landing on runway 4 at DCA and turning off before crossing runway 1.
 
BE19Pilot said:
Here's a few more...

1. How many degrees is the ACM designed to lower the ambient temperature?

2. Under what operational conditions/configuration is it considered normal to have a BLEED AIR FAIL annunciator illuminate?

3. What is a "gang" drain and where is it located?

4. I did it by accident, but does anyone know the switchology to get into the EFIS diagnostic menu??
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Dang checkairman.

1) Forget

2) When you do the T-Test.

3) Is that the one in the tail?

4) No idea MM told me about it at Skyway. I would like to know though!
 
Doug Taylor said:
Diodes, capacitors, breakers, fuses, solenoids, all that jazz are important things to have an understanding of if you're going to succeed in ground school. Especially the "walk me thru the scenario if your pressured oil fitting springs loose on the torque transducer and pumps oil into the inlet" or the "I'm an electron. Walk me from the generator to the DC bus"
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Yeah, that always cracked me up. Some of it is important, but a lot of it is usually self-induced hazing. In the E-8 we used to have to memorize a particular temperature at which a particular light came on. Now, never mind the fact that:

a) I had no temperature gauge for the system in question.
b) I had no way to change that temperature in that system, other than shutting it off, which I'd do when the light came on anyway
c) Because of a), I had no way of knowing if that light was giving me good info ANYWAY

Never mind all that, I still had to memorize that stupid number (505F +/-5, btw!)
 
Dang. Glad they eased up a bit on that stuff. I'd prefer applicants to have a working knowledge of the systems and the ability to troubleshoot, rather than memorization of random limitations!

Here is a good oral question (from my type oral): "You are cruising at FL370 when you suddenly have a rotor burst. The N1 fan section disintegrates and some of the blades puncture the pressure vessel at the cargo door (think EMB-145 here). You get a momentary fire warning, followed by an E1 FIRE DET FAIL message (fire detection has failed). You are having a fairly rapid decompression due to the holes in the pressure vessel. Walk me through the steps you would take to handle the problem?"

Decent question, because although it is very likely never to happen, it is possible. Gets you thinking about prioritization, checklists, systems, and the like.

Now, "I'm an electron, walk me through the electrical system?" Are you kidding me? :eek:
 
There were a couple guys like that in the training department at my former company, but I do have to say B767Driver was fair, straightforward and asked operational questions.

For a period of time, a lot of Brand-X's training department was filled with "University of Somewhere Where They Put Gravy on Everything" and the "I'm an electron" approach to systems naturally followed them over to Brand-X.
 
You 19hondo drivers should be thankful you've never had to deal with a B model Beech 99. This was long before they ripped out the electrical system and designed it properly. You've gotta start the thing with one of your inverters on because of how many of your engine gauges are AC powered. In the C they made them DC powered except for the tourque gauge.

So hows about this one, can you guys do battery starts in a 1900? If so, and if the electrical system is anything like it is on the C model Beech 99, why can't you keep the right gen on for more than 30 seconds to charge the battery back up before turning the left engine?

And for bonus points, when and how are you going to know that you did something wrong?
 
Doug Taylor said:
It's a lot. I haven't worked this hard in over a decade in 767 school. it's literally wake up, study, eat, fly, eat, study sleep, rinse, repeat.

Ground school is hard and there is NO spoonfeeding. You've got to more or less show up ready for the company oral and you're not really "learning" in the sim, you're putting physical motions to procedures that need to already be solid in your brain before showing up for the training event.
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KLB said:
Thats why you always see folks on here fussin' about you youngins' getting that college education.:)
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Airdale said:
No no no no no....not when you're the one that has to clean the airplane!!! :rotfl:




And you're just getting a small taste!! Sit in indoc for two weeks and get all of the regs and company ops washed down your throat. Then for us it was 2 weeks of systems, where you literally covered 2-3 systems a DAY and kept moving on. Keeping up to that point wasn't too bad, because I have a slight engineering backround, system operation just comes a little easier to me.

THEN you show up for the first day of CPT the day before sims, and the CPT instructor starts asking you your flows and callouts/procedures! I think combined my class knew 2! Not good!! I'm still on system overload from systems class!! Today I feel like I just jumped back into the water, gotta swim or sink. :insane: So far new hire training is a LOT harder then I thought it was going to be. A LOT harder. Really makes me wish I was CFI'ing for another year, maybe it would have made this process easier. But I'm swamped up to my eye balls with IFR procedures - flows - checklists - callouts - Memory items - First Flight of Day checks - cockpit scan etc. etc. etc. Tomorrow will be my first day in the box...I'm praying the sim instructor goes easy on us! :banghead: I'm sure I'll get through it, I feel like my aviation backround combined with my military backround will really help out when things start hitting the fan in the sim, but right now I just feel a bit overwhelmed. :(
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Looking from the outside, it looks like you guys are learning how take the plane apart and put it back together instead of only learning to fly it.

In school there are always the ones that cram in the last minute and after the test forget all the information. Are there people like this in airline training as well? What kind of checks are there to make sure that someone doesn't just memorize the information for a test?
 
Doug,
Is the 767-400 a seperate bid? From what I read that ship has a cockpit that is nearly identical to the 777. Do you guys do differences training on the 757 too?
I read your blog on the 767 schoolhouse, very enjoyable reading...I too use the flash card method, and have used it since I was in the Navy. I was a sensor operator and we were required to know that "I'm an electron, and take me thru the signal flow from the sonobuoy hydrophone to your display" kinda crapola. Certain communities in the navy or TYCOMs as we called them had tougher schoolhouses than others. I imagine the airlines work the same, even within the same company.

Best of luck from a fellow Beech driver!
 
BE19Pilot said:
Doug,
Is the 767-400 a seperate bid? From what I read that ship has a cockpit that is nearly identical to the 777. Do you guys do differences training on the 757 too?
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It's primarily a 757 school with -300 differences, but we go back and forth between the two in the ftd's and sims.

The -400, for now, is a seperate bid but there are rumors that they're going to cross train us at some time in the future.

We had another "senso" on the forum, but he kind of disappeared after he took another non-aviation career track.
 
BE19Pilot said:
1. How many degrees is the ACM designed to lower the ambient temperature?
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I think it's 30

Airdale said:
No no no no no....not when you're the one that has to clean the airplane!!! :rotfl:
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I ain't touchin that! (keys mic) "OPS, 1431!!!"

jtrain609 said:
You 19hondo drivers should be thankful you've never had to deal with a B model Beech 99. This was long before they ripped out the electrical system and designed it properly. You've gotta start the thing with one of your inverters on because of how many of your engine gauges are AC powered. In the C they made them DC powered except for the tourque gauge.

So hows about this one, can you guys do battery starts in a 1900? If so, and if the electrical system is anything like it is on the C model Beech 99, why can't you keep the right gen on for more than 30 seconds to charge the battery back up before turning the left engine?

And for bonus points, when and how are you going to know that you did something wrong?
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In Skyway's D models, batt starts are no big deal. We can have the right gen on for as long as we want, also.
 
At Continental the 757-200, 757-300, 767-200 and the 767-400 is all on ebig hunky-dory pilot group, No 7ER or -400 seperation. On day one you could be flying a 753 to MCO and back and the next day be departing on a 764 to FCO.

Big Sky will do battery starts, but it's "not advised"
 
falconvalley said:
I think it's 30



I ain't touchin that! (keys mic) "OPS, 1431!!!"



In Skyway's D models, batt starts are no big deal. We can have the right gen on for as long as we want, also.
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You don't have a 325 amp limiter between the battery bus and the gen bus?
 
jtrain609 said:
So hows about this one, can you guys do battery starts in a 1900? If so, and if the electrical system is anything like it is on the C model Beech 99, why can't you keep the right gen on for more than 30 seconds to charge the battery back up before turning the left engine?
quote]



Unless I'm reading you wrong, you're supposed to leave the gen on for at least 30 seconds until turning it off to start the other side(or 50%). The 1900 is the same.
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