Check!!!! CHEEEECK!

[Alchemy]

In the WSCoD, we used to have to say:

(at the OM)
PM: "AYRON, on glideslope"
PF: "Checks, on glideslope"

Then

PM: "500 ft, on glideslope"
PF: "checks, on glideslope"

......during every ILS in IMC. Apparantly they found some faulty glideslope recievers somewhere in europe back in the early part of the decade, so we had to do that for about 8 years. They finally updated some software last year eliminating that requirement. Maybe a 767 somewhere out there came down with a buggy GS reciever or radio altimeter.

 

[derg]

Just in case the ERJ does a leg to uhh Vaduz, Liechtenstein?

 

[Polar742]

Well there was a bulletin issued to all Boeing operators (we got one) about a Radar altimeter anomaly that causes the autothrottles to go into flare mode.

That's what caused (well, you know where I'm going....) that Turkish 737 to have the power pulled in AMS and crash.

 

[derg]

Speaking of the AMS crash, does anyone NOT keep their hands on the throttles, even with autothrottles engaged, inside of the marker just to feel what they're doing?


Airbus Crocs need not answer.

 

[N826AW]

Almost dropped in on you guys as I was returning from filling up the growlers at the other local watering hole in the same strip mall as the local Irish pub.

 

[derg]

Had I known you were up here man, you could have joined us! Clo's cool, you'd have liked her. It's entertaining listening to someone drop F-bombs about bad captains in that Irish accent!

 

[N826AW]

That's not cool. That's HAWT!

I'l be up here for the rest of the week. Let's get together at somepoint.

 

[Polar742]

Speaking of the AMS crash, does anyone NOT keep their hands on the throttles, even with autothrottles engaged, inside of the marker just to feel what they're doing?

One would be surprised....

Especially at an airline that just got airplanes with autothrottles.

Not that the lecture was ever given as such on OE:

<notices FP has feet crossed sitting sideways in front of the yoke>"Keep your feet on the pedals"

response: but it has hardover protection (With the "duh, didn't you pay attention in Groundschool)

Follow up: Uh, yeah, but it needs XXX lbs of pressure on the pedal to activate

<notices no hands on yoke below 10k> Uh, did you want to keep your hand on the yoke?

Response: It's on AP

Follow up: Uh what happens if you hit wake and the plane rolls over and the AP kicks off? or there is a trim runaway that kicks the AP off?


<No hands on AT on APP> Guard the throttles, please

Response: It's a heavy plane to fly

Follow up: It's on AP

 

[derg]

That's not cool. That's HAWT!

I'l be up here for the rest of the week. Let's get together at somepoint.

I'm here until tuesday morning!

 

[derg]

One would be surprised....

Especially at an airline that just got airplanes with autothrottles.

Not that the lecture was ever given as such on OE:

<notices FP has feet crossed sitting sideways in front of the yoke>"Keep your feet on the pedals"

response: but it has hardover protection (With the "duh, didn't you pay attention in Groundschool)

Follow up: Uh, yeah, but it needs XXX lbs of pressure on the pedal to activate

<notices no hands on yoke below 10k> Uh, did you want to keep your hand on the yoke?

Response: It's on AP

Follow up: Uh what happens if you hit wake and the plane rolls over and the AP kicks off? or there is a trim runaway that kicks the AP off?


<No hands on AT on APP> Guard the throttles, please

Response: It's a heavy plane to fly

Follow up: It's on AP

I'm not sure if it's technique or procedure. But the maddog had a bad problem with asymmetric throttles at times, five knots slow and WHAM!! the throttles would go to full max continuous, on the -90, simultaneously, one the -88, HOPEFULLY simultaneously.

 

[Polar742]

I'm not sure if it's technique or procedure. But the maddog had a bad problem with asymmetric throttles at times, five knots slow and WHAM!! the throttles would go to full max continuous, on the -90, simultaneously, one the -88, HOPEFULLY simultaneously.

I think this is something most of us agree upon. One would think common sense. You'd like to know what the plane is doing, and just by your muscle memory you know if it's making corrections you think it should be.

IMHO, and YMMV...

 

[PeanuckleCRJ]

I'm not sure if it's technique or procedure. But the maddog had a bad problem with asymmetric throttles at times, five knots slow and WHAM!! the throttles would go to full max continuous, on the -90, simultaneously, one the -88, HOPEFULLY simultaneously.

I flew the md-88 as if it didn't have autothrottles. Babysat those crazy thing's like I was ranching kittens!

 

[derg]

I think this is something most of us agree upon. One would think common sense. You'd like to know what the plane is doing, and just by your muscle memory you know if it's making corrections you think it should be.

IMHO, and YMMV...

That's pretty much what I learned. I want to know what inputs are going in, what type of performance the plane is getting and after a few thousand hours, your kinesthetic perception through your fingertips can tell an amazing story of what the autopilot is doing.

 

[Polar742]

That's pretty much what I learned. I want to know what inputs are going in, what type of performance the plane is getting and after a few thousand hours, your kinesthetic perception through your fingertips can tell an amazing story of what the autopilot is doing.

Yeah man...that whole CRM deal between you and the machine.

 

[derg]

I flew the md-88 as if it didn't have autothrottles. Babysat those crazy thing's like I was ranching kittens!

One of the only planes where, even if you're on autopilot/autothrottles, you're still manipulating the throttles.

Which is another reason I'm glad we didn't go to the procedure where the NFP programs the automation.

"Ok, now we're going to descend to FL 210. I want you to roll in a 1000' rate-of-descent in the V/S window, ok, now when that stabilizes on speed, hit the IAS button and yank the throttles back to idle, now put 210 in the cruise page, execute it and hit VNAV, but if it goes LOW LIM on you, just yank 'em back again."

 

[derg]

Yeah man...that whole CRM deal between you and the machine.

...because love it or hate it, you're going to inherit whatever the autopilot was trying to do when you click it off! Unless, of course, you're doing an autoland and those damned things are scary.

 

[MikeD]

Stupid required callouts are yet another reason I love single-pilot ops.

 

[derg]

Stupid required callouts are yet another reason I love single-pilot ops.

Plus I just couldn't imagine you picking up the flight interphone and enduring a conversation about how the A-line isn't getting along with the C-line and how the B has been in the lavatory for the last 45 minutes doing her makeup and not performing her job!

 

[germb747]

LMAO at your story :laff:

Anyway, in the C-5 world, the PM says NOTHING until the "Go" call at VGo (V1). (the engineer calls out "15", "20", and "time" at 15 seconds, 20 seconds, and 25 seconds, respectively, after application of takeoff power. I always found it interesting that we omit the callouts that are pretty much standard everywhere else, such as "set power", "airspeed alive", "80 knots", "rotate", and "positive rate". Then on the flip side of that, they make our briefing guides so extensive that you're practically briefing the phases of the moon along with other details nobody cares about, and they just keep adding to it!

We only have to make the 500' call on visual approaches. It goes like "500 feet, marker plus/minus XX, sink YYY" and then at 300 feet it's either "300 feet, stabilized" or "300 feet, go around"

 

[MikeD]

Plus I just couldn't imagine you picking up the flight interphone and enduring a conversation about how the A-line isn't getting along with the C-line and how the B has been in the lavatory for the last 45 minutes doing her makeup and not performing her job!

Lol...could you imagine? I would be :banghead: