Coudn't complete IOE

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
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I can't wait to start at a 121. Completely shed any notion of flying I had before. I hated it when guys would tell me how they did things at such n such airline when we were flying corporate.

Please don't ever let me be that guy.


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I loved FPA. Best use was on base leg/dogleg with clearance for the visual and the glide slope has started to come down. Easier to dial in -2.5 than to look at your GS relative to the final approach path and do the math to figure out weather to dial up 600, 700, or 800 FPM in the VS.

I used it to start enroute descents, too. In conjunction with the green line on the stadium/profile view, it is money.

I wish my old-assed Airbus had FPA, because I'd use it all the time there, too,
 
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 just flew with one of those guys. Had a "better" way to do absolutely everything that was WAY more work than just doing it the way we are supposed to. It reminds me of when you're watching a dog try to pick up a tennis ball, but they're too enthusiastic and every time they get to it, they end up knocking it further away.
 
Totally. "There's an easier way but it's far too entertaining to watch you continuously fail and depend on providence"
 
Derg said:
Totally. "There's an easier way but it's far too entertaining to watch you continuously fail and depend on providence"
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We were neck and neck with a UPS 747 out of the same destination. It was like a race for him, wanted to get above them and go faster....for no apparent reason.

Him: "If it was my leg, we'd be doing .87 so we could get out ahead."

Me: "k"

*minutes later*

Him: "because if we get out ahead, we can climb up above them."

Me: "Do we have enough fuel to get there without doing that?"

Him: "Well, yeah."

Me: "k"
 
JDean3204 said:
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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That's correct, if there's sim time left asked to be dunked onto a visual a bunch of times. That'll help.
 
Hacker15e said:
I loved FPA. Best use was on base leg/dogleg with clearance for the visual and the glide slope has started to come down. Easier to dial in -2.5 than to look at your GS relative to the final approach path and do the math to figure out weather to dial up 600, 700, or 800 FPM in the VS.

I used it to start enroute descents, too. In conjunction with the green line on the stadium/profile view, it is money.

I wish my old-assed Airbus had FPA, because I'd use it all the time there, too,
Click to expand...

I was waiting for that. That's the only time I could see using FPA is on a visual somewhere.
 
As someone that is currently CFIing in single engine Cessna's....is there something I could be doing or reading in order to be better prepared for this? How does one make the transition easier?

I don't have Microsoft Flight Sim...If I got it...I don't know how to use any of the automation...is there a book...or a method...or anything that someone that has never flown an airplane with a basic autopilot can do to make this easier on them?
 
Can someone give the cliff notes on what exactly the problem was?


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JordanD said:
Honestly half the time with visuals it's way easier to just dump all the automation and hand fly it
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It is, I agree...but a substantial part of our skills as a pilot is being competent with all of the different levels of aviation (to include hand flying, obviously). Unless you make it a point to use the Autoflight/Flight Guidance panel to try and figure out which vertical mode to use, when to use it, and how much of it, you'll never get much better at it.
 
UIPilot45X said:
As someone that is currently CFIing in single engine Cessna's....is there something I could be doing or reading in order to be better prepared for this? How does one make the transition easier?

I don't have Microsoft Flight Sim...If I got it...I don't know how to use any of the automation...is there a book...or a method...or anything that someone that has never flown an airplane with a basic autopilot can do to make this easier on them?
Click to expand...


How many opportunities for IFR flying do you have? I was teaching Europeans who only learn basic IFR stuff so I never had a chance to do IFR xc's. I was also in PHX. IFR flights can help mostly to be comfortable in the ATC world. Like everyone is saying on here lots of the approaches you do are visual, so it's not really the action of doing approaches in a 172 that is good practice, but the ATC instructions and procedures are similar. Things I would have done differently are: gone on more jumpseat flights, chairfly + flight sim, even listening to live ATC at airports you know you're gonna fly to. Not knowing what to expect from ATC made everything a suprise. Like I mentioned another challenge was handling different ways ATC would take us from the STAR to getting fully configured at the FAF. This thread would have helped me see how there are different ways to get it to slowdown and descend, and I was hesitant to break from the standardized profiles we learned in the schoolhouse. For example we were taught to put gear down after Flaps 3 and when you're level about 3miles before the FAF. BUT we don't practice real world scenarios in the sim like slam dunk approaches. In those cases, the configurations might need to change a bit.

Also, and this was probably my biggest problem, is take advantage of the down time before IOE. I did very little studying during the 3 week wait between the sim and flying. I'm really kicking myself for that because I know how close I was, and I know I could have finished it. Now I have to start over again. In fact, I'm going to start applying to Endeavor right now!
 
robofos said:
How many opportunities for IFR flying do you have? I was teaching Europeans who only learn basic IFR stuff so I never had a chance to do IFR xc's. I was also in PHX. IFR flights can help mostly to be comfortable in the ATC world. Like everyone is saying on here lots of the approaches you do are visual, so it's not really the action of doing approaches in a 172 that is good practice, but the ATC instructions and procedures are similar. Things I would have done differently are: gone on more jumpseat flights, chairfly + flight sim, even listening to live ATC at airports you know you're gonna fly to. Not knowing what to expect from ATC made everything a suprise. Like I mentioned another challenge was handling different ways ATC would take us from the STAR to getting fully configured at the FAF. This thread would have helped me see how there are different ways to get it to slowdown and descend, and I was hesitant to break from the standardized profiles we learned in the schoolhouse. For example we were taught to put gear down after Flaps 3 and when you're level about 3miles before the FAF. BUT we don't practice real world scenarios in the sim like slam dunk approaches. In those cases, the configurations might need to change a bit.

Also, and this was probably my biggest problem, is take advantage of the down time before IOE. I did very little studying during the 3 week wait between the sim and flying. I'm really kicking myself for that because I know how close I was, and I know I could have finished it. Now I have to start over again. In fact, I'm going to start applying to Endeavor right now!
Click to expand...

I have been told I have a 2-3 week wait for IOE. So I am going to hop on a few locals and observe if the crew will be kind enough to let me. I also will spend an hour a day in the AOM or SOPM keeping my brain fresh on the material that was just thrown my way at a blistering pace.
 
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