asked to do a steam gauge sim for interview?

K

Kels Hughes

New Member
Hey guys... all my instrument time was generally with a Garmin 430 or G1000. I went to an interview and they had me get into a PA28 sim and fly an outbound DME arc and holding pattern then an inbound DME arc and an ILS with 300 cloud layer. Considering it had been a while I would say it wasn't exactly my best performance but I found it a bit surprising and odd considering everything. My question is, is there ever a situation in a newer commercial jet where I would be stuck to have to fly steam guages? I guess in the event I had total failure of all my GPS I would get radio vectors to get in and fly an ILS inbound, just wondered if there is any feedback on why they would ask for something like that?
 
Kels Hughes said:
Hey guys... all my instrument time was generally with a Garmin 430 or G1000. I went to an interview and they had me get into a PA28 sim and fly an outbound DME arc and holding pattern then an inbound DME arc and an ILS with 300 cloud layer. Considering it had been a while I would say it wasn't exactly my best performance but I found it a bit surprising and odd considering everything. My question is, is there ever a situation in a newer commercial jet where I would be stuck to have to fly steam guages? I guess in the event I had total failure of all my GPS I would get radio vectors to get in and fly an ILS inbound, just wondered if there is any feedback on why they would ask for something like that?
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You've obviously never seen the cockpit of the average legacy airplane. Let me introduce you to the

MD88
4221568396_d281b8d4d4_z.jpg


B757
Boeing_757-300_Cockpit.JPG
 
Most likely to see how your 'foundation' of knowledge was poured.
Also, should your GPS fail, what do you think is the source of that failure? Perhaps electrical or the 25+ satellites that have failed?

My company uses a POS CRJ sim, and we don't fly CRJ's. Come prepared next time.

A door closes, and a window opens right?

Qoute of the week: "If you can hold 3,020' you can hold 3,000'. Now do something about it Mr Nark." -grizzled IP
 
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We've had issues with noobs who learned to fly in a G1000 trainer, went to an RJ, then got put in a steam guage plane. Needless to say, they required a "bit" more sim time to get up to speed.
 
Why do you expect to fly newer commercial jets your entire life? My current job is probably the first time I have flown an aircraft that is younger than I am.
 
Kels Hughes said:
Hey guys... all my instrument time was generally with a Garmin 430 or G1000. I went to an interview and they had me get into a PA28 sim and fly an outbound DME arc and holding pattern then an inbound DME arc and an ILS with 300 cloud layer. Considering it had been a while I would say it wasn't exactly my best performance but I found it a bit surprising and odd considering everything. My question is, is there ever a situation in a newer commercial jet where I would be stuck to have to fly steam guages? I guess in the event I had total failure of all my GPS I would get radio vectors to get in and fly an ILS inbound, just wondered if there is any feedback on why they would ask for something like that?
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...

uh...well...have you been to Mexico, or mountainous places in the US?

(it's to make sure you can, I dunno, FLY THE EFFIN AIRPLANE.)
 
Autothrust Blue said:
This here is what I fly. Mechanical ADIs are harder to tumble, incidentally.

1578278.jpg


Incidentally, when the Captain looks over and says "gosh, I haven't flown a DME arc since my instrument rating," you are given an opportunity to, how do you say, rise to the occasion...
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That is such a super simple looking cockpit! The CASA was a mess. The G1000 is going to take some getting used to.
 
I went through sims recently with a guy who had only been flying VFR stuff and he really struggled with his scan in the CRJ's not-exactly-antiquated glass panel. The point being that the kinds of instruments are basically irrelevant, it's a test of your ability to analyze the information being presented to you and your reactions/decisions based on that information.

Even in highly automated cockpits, crews must be able to maintain a reasonable scan and fly instruments. Flying airliners in a busy terminal environment is actually incredibly task saturated. RNAV arrivals and departures with speed and altitude restrictions force you to maintain a very active scan.

Cliff's notes: Yes. Master the Frasca and the rest of your professional flying career will be that much easier.
 
Louie1975 said:
Isn't the 757 Efis/glass/ FMS?
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FMS - Yes
EFIS - Yes
Glass- Yes

But it's got more in common with a "steam gauge" airplane than it does a "true" glass airplane.

If you're a full-glass pilot, it would behoove you to shoot some approaches in a Frasca every once in a while if you're on the career ladder.
 
Don't worry about it, all these guys are dinosaurs stuck in there carrers. Any airplane you "monitor" will be way better than anything they fly.
 
Autothrust Blue said:
Steam to magic is easy. Magic to steam, well, something about a cat and a washing machine, I guess.
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Very true. However, once you have a good foundation of the basics on "steam gauges", it really is like riding a bike. As I've mentioned before here at JC, I went from flying an all glass FMS/coupled VNAV jet to the Brasilia. It all came back very quickly (much to my relief!). The fact that I didn't even touch a GPS until I was a CFI really helped. After instructing I spent time in more steam gauge planes - King Airs and a Navajo. I'm so glad I had that opportunity, especially in this day and age of over reliance on automation... Having the confidence to click it all off is invaluable.

I have also seen the opposite situation (I'm sure you have too)... People that are afraid of automation, and fly green needles even when it increases work load/lowers SA. Some of the ultra senior EMB guys are basically afraid of the "magic box". Either situation is obviously undesirable.
 
Monk said:
Don't worry about it, all these guys are dinosaurs stuck in there carrers. Any airplane you "monitor" will be way better than anything they fly.
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I fly what they put in front of me, and whatever gives me a good line long call.
 
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