Roger Roger
Bottom of the list
I’m sure the company really appreciates the .05 hrs of APU run time and 5 lbs of fuel that saved
Am I nuts?
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Roger Roger
Bottom of the list
This just triggered a core memory from when I was a young pup flying a Cherokee 6
roundout
VNAV monitor
This is the way
roundout
VNAV monitor
ShortField
No one of consequence
“Sorry, I couldn’t find a sick sack”
///AMG
Well-Known Member
My experience is probably too minimal to really observe a trend, but on the rare occasions I have done bleed off T/O's, the CA's have been very much on board with me using the iPad supplemental page. Same with de-icing de/reconfiguring. But I also always brief that I'm going to do exactly that and not rush things. Probably just happened to not fly with the old -200/-400 guys on those flights though.
Autothrust Blue
"Well, on the Brasilia..."
CRJ-200, “right in L…never mind”
turbojet28
Well-Known Member
One of the few things I remember about the CRJ-200 after 12 years of flying other jets is “add a source, take a source, add a source, take a source”.
Autothrust Blue
"Well, on the Brasilia..."
“Right in (whomever’s) ass” was an easier mnemonic.
Soul Brotha'
Off to go do Black guy stuff
That looks like it was designed for the Apollo missions.
JordanD
Chinese Food Enthusiast
I don't think anybody else ever thought my "I'm gonna stir the tanks" reference was as funny as I did.
BEEF SUPREME
Well-Known Member
A lot of those guys took Covid leaves during 2020-21. It's pretty much universally said on the line "a lot of the bad apples left during covid".
Of course I still took an upgrade ASAP in 2023
arkflyr
Well-Known Member
Cherokee_Cruiser
Bronteroc
As a CA, I fully support the FO reading the supp procedure and methodically doing the bleeds off procedure.
As a CA with thousands of hours on the plane now, I also now the gist of it is the APU will supply only the left pack for takeoff.
I know that means both engine bleeds off, APU bleed on, Packs in Auto, and xflow closed. Duct pressure, I expect the R needle to be 0 and the L needle to be at a normal value which is not zero. Auto, close, auto at the top. Off, on, off at the bottom, And verify R needle at 0, L needle has duct pressure.
Don't know why that's hard. I also see people looking at switch positions only, and not really glancing at the duct pressure gauge - which really is the true measure of verifying what you meant to do.
Once in the air, it's reverse C to fix it. Right bleed goes on. You get R duct pressure to come up (that's your verify stage). APU bleed off, you'll see L duct needle go towards 0, then left bleed on. L duct pressure goes up to a nominal value. At the top, Auto/Auto/Auto. And once done, verify both duct needles are at normal values, NOT at zero. If either of the duct pressures are at 0, you messed something up.
As a CA with thousands of hours on the plane now, I also now the gist of it is the APU will supply only the left pack for takeoff.
I know that means both engine bleeds off, APU bleed on, Packs in Auto, and xflow closed. Duct pressure, I expect the R needle to be 0 and the L needle to be at a normal value which is not zero. Auto, close, auto at the top. Off, on, off at the bottom, And verify R needle at 0, L needle has duct pressure.
Don't know why that's hard. I also see people looking at switch positions only, and not really glancing at the duct pressure gauge - which really is the true measure of verifying what you meant to do.
Once in the air, it's reverse C to fix it. Right bleed goes on. You get R duct pressure to come up (that's your verify stage). APU bleed off, you'll see L duct needle go towards 0, then left bleed on. L duct pressure goes up to a nominal value. At the top, Auto/Auto/Auto. And once done, verify both duct needles are at normal values, NOT at zero. If either of the duct pressures are at 0, you messed something up.
BEEF SUPREME
Well-Known Member
It all comes down what is safer?
Do you want to do something from memory when there is a list that tells you how to do it properly? While hand flying?
Or just let your FO do it from a list?
I’ve done a few of these as CA and not only do I not reach over and flip any switches while hand flying. I remind the FO that it isn’t a race to flip the switches the fastest. Use the checklist and be methodical. I also remind them that they have over 8 minutes to accomplish the checklist if we climb at an average of 2K per minute to 17K.
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I’ve had a pretty good experience in my just over 2 years as well, though I was only Seattle based for about 9 months or so. The PDX crews are definitely laid back comparatively.A lot of those guys took Covid leaves during 2020-21. It's pretty much universally said on the line "a lot of the bad apples left during covid".
Of course I still took an upgrade ASAP in 2023
BEEF SUPREME
Well-Known Member
In 5 years I had one person on my no fly bid. Which has to be updated monthly. That was after a very disappointing call to pro standards.
If I had only had to fly out of SEA for 9 months I would have never had a bad experience. My last month as an FO I flew with PDX crews a lot and it was entirely different vibe than SEA.
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inigo88
Composite-lover
Maybe it’s just personal preference but I always found the DC-9/maddog overhead panel to be more overwhelming - like Douglas just took the FE panel and turned it horizontal above the pilots’ heads. At least the guppy has different colored panels and you can kinda orient yourself. Kids these days don’t realize how good they have it.
(Edit: The stall warning test switch is a landing light style switch for… reasons?)
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