fender_jag
Well-Known Member
Can any mainliners chime in on what exactly AQP is? Is it designed to be used in lieu of PCs/checkrides?
Advanced Qualification Program (AQP)
- Thread starter fender_jag
- Start date
FlyChicaga
Vintage Restoration
You mean Part 141?
DE727UPS
Well-Known Member
First it was PC's, then it was SVT's, then it was AQP. I've done them all and to me, they are all checkrides. The latter two only happen once a year. That's the big difference. The stress level is no different. I think AQP is an attempt to make training more realistic and effective....better than the old way. I have no real complaints. There is a LOFT scenario with AQP that can go several different directions, depending on how you handle it. I really liked it, though dual engine failure do to volcanic ash between ATL and SDF might be a bit of a stretch.
fender_jag
Well-Known Member
Thanks, guys.
I've had the "taking off out of LGA, whacking a flock of migratory waterfowl, engine has massive severe damage and smoke envelopes the cabin" twice so far.
Pretty easy if you just "Git 'er done" and get the aircraft back on the ground.
Oh, just to add insult to injury while you've got your O2 masks on, dealing with a panicking flight attendant, dealing with a second-stage climb engine shutdown, trying to ventilate the cockpit, trying to fly the aircraft with massive vibrations, you've got to divert to a takeoff alternate because LGA went below landing minimums.
Pretty easy if you just "Git 'er done" and get the aircraft back on the ground.
Oh, just to add insult to injury while you've got your O2 masks on, dealing with a panicking flight attendant, dealing with a second-stage climb engine shutdown, trying to ventilate the cockpit, trying to fly the aircraft with massive vibrations, you've got to divert to a takeoff alternate because LGA went below landing minimums.
ComplexHiAv8r
Well-Known Member
Whats next, structural failure?
It's not as much of the emergency than it is seeing if you have the ability to divide tasks, focus on the important things and get the aircraft back on the ground safely.
And then when you get it back on the ground, you may or may not have to conduct an evacuation.
Flying the aircraft, at least for me, is the easy part. The challenge is working with an expanded crew while you've got O2 masks on, working with ATC running procedures and trying to keep one another in the loop during the event.
On the structural failure thing, I've done a no flaps/no slats approach in the sim after during a 'flaps stuck' demo in the sim. 240 KIAS Vref speed is pretty fun!
And then when you get it back on the ground, you may or may not have to conduct an evacuation.
Flying the aircraft, at least for me, is the easy part. The challenge is working with an expanded crew while you've got O2 masks on, working with ATC running procedures and trying to keep one another in the loop during the event.
On the structural failure thing, I've done a no flaps/no slats approach in the sim after during a 'flaps stuck' demo in the sim. 240 KIAS Vref speed is pretty fun!
fender_jag
Well-Known Member
240? Good Lord! What's normal Vref off the TOLD card?
Well, depends on weight, but I think we had a flaps 40 Vref of about 145 last afternoon into SLC.
Remember, that wing is so critical that when an MD-90 is heavy, we're often flying at 255 to 260 KIAS below 10,000 so we can use 25 degrees of bank while heavy.
Remember, that wing is so critical that when an MD-90 is heavy, we're often flying at 255 to 260 KIAS below 10,000 so we can use 25 degrees of bank while heavy.