Coudn't complete IOE

@Marker: 249, Gear Down, Full Boards
@229: Flaps 1
Smoothly retract speed brakes to raise the Low Speed Awareness tape.
@~205: Flaps 2

"Flaps on speed, landing checklist all the way through."

Stabilized by 1,000' AFE. Works 60% of the time, every time.
 
I just finished sim and LOFT on the 175. Now waiting for IOE. My last leg on LOFT they gave us the visual after the Serfr Arrival along with raising the crossing altitude to 5K. Immediately I was trying to figure out what I needed to do to hit that stabilized window. My instructor said a few things to help out. 30 out 10k/250. 20 out 6k 210. From there you can slow it down with flaps gear and increase the decent rate if your still high. The problem is when the keep you high and fast like 180 to the marker, I also have no clue where to go from there as its all about energy management. I come from a caravan, that thing was so slow you would have to be sleeping to get behind it. So I feel your pain man, just continue to ask people that know the "tricks" to the trade.
 
JDean3204 said:
I just finished sim and LOFT on the 175. Now waiting for IOE. My last leg on LOFT they gave us the visual after the Serfr Arrival along with raising the crossing altitude to 5K. Immediately I was trying to figure out what I needed to do to hit that stabilized window. My instructor said a few things to help out. 30 out 10k/250. 20 out 6k 210. From there you can slow it down with flaps gear and increase the decent rate if your still high. The problem is when the keep you high and fast like 180 to the marker, I also have no clue where to go from there as its all about energy management. I come from a caravan, that thing was so slow you would have to be sleeping to get behind it. So I feel your pain man, just continue to ask people that know the "tricks" to the trade.
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180 to the marker is the norm in busy terminal environments. It's no problem in this airplane to be Gear Down and Flaps 3 crossing the FAF.

The suggestion of 250/10000 at 30 nm a great rule of thumb. Using the FIX INFO page to either identify a fix close enough or create a PBD works great for airports that don't have arrivals with crossing restrictions built in.
 
Jordan93 said:
I'm so glad I fly the CRJ. It's a relatively simple plane for a simple minded person like myself. Cross XXXXX at 10000, make sure 10K is in the box, spin the altitude preselect to 10K, follow the snowflake, thrust levers as necessary.
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ERJ: spin altitude, verify in the box, arm VNAV, sit back and watch the magic.
 
JDean3204 said:
I just finished sim and LOFT on the 175. Now waiting for IOE. My last leg on LOFT they gave us the visual after the Serfr Arrival along with raising the crossing altitude to 5K. Immediately I was trying to figure out what I needed to do to hit that stabilized window. My instructor said a few things to help out. 30 out 10k/250. 20 out 6k 210. From there you can slow it down with flaps gear and increase the decent rate if your still high. The problem is when the keep you high and fast like 180 to the marker, I also have no clue where to go from there as its all about energy management. I come from a caravan, that thing was so slow you would have to be sleeping to get behind it. So I feel your pain man, just continue to ask people that know the "tricks" to the trade.
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210 20 miles out is too slow at most big airports.

When in the terminal area don't dilly-dally, just use FLCH and go down. Now if you find yourself high and using FLCH don't start to slow down. You'll just get more behind the 8 ball. You need to add drag.
 
ClarkGriswold said:
When is an inopportune time?
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ALT *, or "altitude capture".

Or some guys will roll in a large descent for a 1000 foot change, the plane will pitch down and go into ALT * and then either tweak the VS or change modes and it'll break the capture, then start bitching about the bus.

Youse guys! Dammit! :)

"Well, back at…" SHUT YOWER HOLE
 
Jordan93 said:
I'm so glad I fly the CRJ. It's a relatively simple plane for a simple minded person like myself. Cross XXXXX at 10000, make sure 10K is in the box, spin the altitude preselect to 10K, follow the snowflake, thrust levers as necessary.
Click to expand...

Sometimes I miss the simplistic CRJ setup. The 717's version of VNAV aka PROF is sweet and all, but can get goofy if not correctly setup.
 
robofos said:
Yakob, I saw your thread on here and I almost didn't start a new one because our situations are so similar. I just wanted to vent, kind of, and seriously to let anyone reading know you can still get kicked out during IOE! I thought the hard stuff was over once I left. Not the case. Just the boring stuff. It's still a challenge. How much time off did you have between the two jobs? Did they spend a lot of time in your interview talking about your washout in training? And was it easier the second time around?

Thanks for all your input. Makes sense not to blame the company and sound all bitter. Does anyone have experience with an ERJ or any type add-on for a computer sim? If it's somewhat realistic I would buy it. I have Microsoft Flight sim X.
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The ERJ-145 for Microsoft Flight Sim actually does a very good job in this department, I used it myself when I went to initial. The flight modes on the FCP all work just like in the real aircraft, and even the flight management system represents the basic functions of the FMS pretty good. I know its not the ERJ-175, but having flown the CRJ and the ERJ-145, the flight modes are all pretty similar.
 
Derg said:
ALT *, or "altitude capture".

Or some guys will roll in a large descent for a 1000 foot change, the plane will pitch down and go into ALT * and then either tweak the VS or change modes and it'll break the capture, then start bitching about the bus.

Youse guys! Dammit! :)

"Well, back at…" SHUT YOWER HOLE
Click to expand...
Gotcha. I thought you meant just using VS in general. Pet peeve is when guys let the plane go into a flight idle descent at cruise for a small altitude change, normally when they get a crossing restriction. But I never say anything because there isn't a safety or violation risk.
 
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Well, I try to tell the newbies that the Airbus is an Airbus is an Airbus.

It's going to be a little high, the speed is going to vary and if you're trying to be smooth and 99% of the time, it "works". Now if you're trying to be "smooth" or make it fly like your last plane, that 99% swiftly goes down to about 40% if even that high.

I try to let guys learn and experiment, within reason, on how to fly the jet and I'll let them run way down the wrong hallway to the point that I almost can't salvage it and then snap the "monkey line" tightly when they're almost to the point of no return.

Primarily, every time you push, twist, press, whatever and lets say you have 99.9% accuracy. The more times you dick with the system trying to get it to perform like an airplane it isn't, that 0.1% error becomes an integer accordingly.
 
Derg said:
ALT *, or "altitude capture".

Or some guys will roll in a large descent for a 1000 foot change, the plane will pitch down and go into ALT * and then either tweak the VS or change modes and it'll break the capture, then start bitching about the bus.

Youse guys! Dammit! :)

"Well, back at…" SHUT YOWER HOLE
Click to expand...

I would just roll down FPA to -3 for a 1000 ft change and keep it speed on thrust. On the ERJ that is
 
learhawkerbe400 said:
210 20 miles out is too slow at most big airports.

When in the terminal area don't dilly-dally, just use FLCH and go down. Now if you find yourself high and using FLCH don't start to slow down. You'll just get more behind the 8 ball. You need to add drag.
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Yeah I have only been in sim land, I'm sure I'll figure it out on the line. I just try to extend that 3 degree path out as far as I can so I'm not coming in hot and high, but I'm sure 75% of the time I will be :) I heard visuals are the hardest thing for newbies to do in a jet, since in sim we only get one or two of them. The rest were ILS or RNAV approaches
 
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