UPS MD-11 crash at SDF

Flying the plane doesn’t necessarily mean punching everything off, it means making the plane do what you were expecting it to do, but didn’t. The pilots I’ve seen who are flabbergasted at “it didn’t capture the glidepath (world ending chaos)”, versus “hmm. Didn’t capture for some reason, guess I’ll tap vertical speed and start get the autopilot descending.” Then work the issue time or give a crap permitting, or just accept it as is and continue to a landing. Versus making an event out of a non-event.
 
derg said:
Were you in one of the earlier 320s? If so, if you still have a ship number, that's an anomaly that should have been noted beause there was some sort of update for that a few years ago.
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I believe so, but it's been probably a couple years since it happened, I haven't seen it since.
 
Autothrust Blue said:
Coming into PHX once the 321 was all “BIPBIPBIP, you’ve got it” in managed descent at an intermediate level off and I was all “mmmph push to level off.” For whatever reason, undetermined.

“Okay then”

But yeah, I don’t recall a circumstance in line flying where it became punch everything off.
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I've seen the VCTRZ in DTW do some funky things when ATC gives you a constraint that wasn't pre-programmed. Staying in managed but clearly not making any attempt to level off and having to intervene. Last reason I had to dump everything was a helpful PM spinning up the missed altitude before the G/S had captured. "Heh, I've done this before, cancel my flight directors please before the AP realizes you just put it into open climb."
 
I have an OE in a couple of days with a new airbus pilot.

On the arrival into DTW it's going to be:

Phase awareness, which phase are we in? Ahh, we're approaching an early "Circle D", what's going to happen with the speed and the phase? Since you reported the field in sight, the controller is going to give you a dog-leg to intercept the final approach course, the threat is going to be paralleling the glidepath, hitting your selected altitude when you're slightly above, we can mitigate that by adding drag or OP DES to your last altitude clearance.

I need to fly to more airports than DTW toward the end of OE.
 
derg said:
I have an OE in a couple of days with a new airbus pilot.

On the arrival into DTW it's going to be:

Phase awareness, which phase are we in? Ahh, we're approaching an early "Circle D", what's going to happen with the speed and the phase? Since you reported the field in sight, the controller is going to give you a dog-leg to intercept the final approach course, the threat is going to be paralleling the glidepath, hitting your selected altitude when you're slightly above, we can mitigate that by adding drag or OP DES to your last altitude clearance.

I need to fly to more airports than DTW toward the end of OE.
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Those close in and fairly low FAFs are a bit sneaky too.
 
derg said:
I have an OE in a couple of days with a new airbus pilot.

On the arrival into DTW it's going to be:

Phase awareness, which phase are we in? Ahh, we're approaching an early "Circle D", what's going to happen with the speed and the phase? Since you reported the field in sight, the controller is going to give you a dog-leg to intercept the final approach course, the threat is going to be paralleling the glidepath, hitting your selected altitude when you're slightly above, we can mitigate that by adding drag or OP DES to your last altitude clearance.

I need to fly to more airports than DTW toward the end of OE.
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Are newhires holding that thing? How long until, “yeah, but on the CRJ I would just do…”
 
Inverted said:
FIFY
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I know the freight guys hate that version of my current airplane, but my toilet isn't in the cockpit, and very little of the 'new' fleet here is actually terribly exciting to me compared to the current machine. Though I will admit that I'd enjoy flying the 330 or 350, part due to the flying and part due to the machines.
 
///AMG said:
Damn you’re good! Haha

No, it was the original/legacy Hornet. The plane that i had posters on my bedroom wall of, as a kid. It was new and exciting back then, born just a couple years before me, and initially operational during my birth year. And there is probably a decent likelihood i actually flew the exact aircraft in one of my posters, decades later. I’ve enjoyed everything since, even *gasp* the 737 (mostly the MAXXX), but you never forget your first date to the dance. She was an old cougar by the time i flew her, but those of us who did in my timeframe were somewhat small in number and we took a lot of pride in it. She was less user-friendly than the fancy new Super Hornet, and certainly involved a lot of in-flight emergencies comparatively. But she was well-built and a workhorse, if maybe a bit short on gas, which taught a young single-seat guy a lot about fuel conservation, having a plan B and plan C, and all that sort of stuff. Not all of that applies to the MD guys, as that airplane sounds a lot more elegant from your descriptions, but i imagine there are parallels in the pride all our guys here had flying her.
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Wait you didn’t have a poster of the 737-900 on your bedroom wall as a kid?
 
I can't imagine feeling so tied down to working for a company I despise. I know seniority is everything for airline pilots but at some point QOL is more important, especially if you're talking long term. I've been the guy that walks away from what others saw as a good gig that I perceived as a bad storm brewing. If you have a valuable skill and you're not a jerk you won't be out of work for long.
 
knot4u said:
I can't imagine feeling so tied down to working for a company I despise. I know seniority is everything but at some point QOL is more important, especially if you're talking long term. I've been the guy that walks away from what others saw as a good gig and I perceived as a bad storm brewing. If you have a valuable skill and you're not a jerk you won't be out of work for long.
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Some of the guys you’re referring to have been miserable at every stop. Just back luck, I guess.
 
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