Doing it Better

I had Mountain ATR come in one day haulin ass with the pilot sounding like a damn cowboy. Gave him traffic to follow while he was on downwind and traffic was on 6 mile final. He called tally ho and cranked that thing in so tight he wound up .75 miles behind the CRJ at the threshold and tower sent him around. It was a different voice on the radio for round 2 lol

When I had my poop event this summer I came in so fast I had to do a 360 to slow down a 1/2 mile from the numbers. Scared the crap out of the tower when they got a altitude alert as I swung around in the descent. I was so ready to get the F out of that airplane. Talk about a chitty day!
 
Can you walkthrough descent planning. That's an area I feel is under discussed in flight training. I understand why; not tons of prep to descend 3,000 feet at 105kts in a 172. But I'd still like to learn more about the process.
Altitude to lose multiplied by 3 equals miles required for an approximate 3 degree descent angle. Ground speed multiplied by 5 gives you a descent rate to aim for. Example: 10,000 feet to lose, 10x3=30. Ground speed 250 knots, 250x5=1250. (Easy way to do that math is cut the ground speed in half and add a zero. 250/2=125. 500/2=250.

So 30 DME from whatever point you want to cross start a descent at 1250 feet per minute. Remember to re-evaluate during the descent (lose the headwind, gain a tailwind, etc). Add 10 miles if you need to slow down for 250 below 10,000.
 
Thank you. Yeah, ForeFlight has a catalog if you go to Documents then click on Catalog in the top right corner. They have a lot of the FAA publications.

Do you have a subscription where you're studying? Having everything in an app definitely helps...
 
Descent planning. Workload management (no we shouldn’t single engine taxi to the runway when we need 5 minutes warm up and it’s a short taxi). Interpersonal skills (it’s considered polite to shake hands and introduce yourself when we get in a cockpit together). Be the captain, don’t be my best friend.
Can you walkthrough descent planning. That's an area I feel is under discussed in flight training. I understand why; not tons of prep to descend 3,000 feet at 105kts in a 172. But I'd still like to learn more about the process.
Altitude to lose X 3 (10000 feet = 10 x 3 = 30 Miles) Groundspeed X 6 (400 knots = 400 x 6 = 2400 fpm ) Adjust every couple of thousand feet for changing TAS and winds. If you just want a nice 3 degree decent. Mach number X 3 (.80 Mach = 3 x 80 = 2400 FPM) Pitch down 3 degrees and maintain .80 Mach, adjust power to maintain 2400 FPM Or just go to VNAV in the FMS. Sent from my iPhone using Tapatalk
 
Do you have a subscription where you're studying? Having everything in an app definitely helps...

A subscription? I'm not sure I understand the question. I mainly use some of the publications from ForeFlight and paperback editions for the oral exam, PHAK, AIM, etc.
 
Altitude to lose X 3 (10000 feet = 10 x 3 = 30 Miles) Groundspeed X 6 (400 knots = 400 x 6 = 2400 fpm ) Adjust every couple of thousand feet for changing TAS and winds. If you just want a nice 3 degree decent. Mach number X 3 (.80 Mach = 3 x 80 = 2400 FPM) Pitch down 3 degrees and maintain .80 Mach, adjust power to maintain 2400 FPM Or just go to VNAV in the FMS. Sent from my iPhone using Tapatalk

Thanks to you and bLizZuE. I'm familiar with these formulas but didn't realize that's the commonly accepted method, in-flight.
 
A subscription? I'm not sure I understand the question. I mainly use some of the publications from ForeFlight and paperback editions for the oral exam, PHAK, AIM, etc.

I thought you had to pay a fee for ForeFlight. I'm all for free resources to keep on the lifelong learning...
 
I thought you had to pay a fee for ForeFlight. I'm all for free resources to keep on the lifelong learning...

You do pay the subscription for ForeFlight but all publications are available at no extra fees. I hear ya, I wish I could get all the aviation books/resources I wanted for free.
 
Thanks to you and bLizZuE. I'm familiar with these formulas but didn't realize that's the commonly accepted method, in-flight.

Modern aircraft have VNAV. They do a fairly decent job of hitting altitude constraints, and have a top of descent arrow that tells you when to go down.

I think guys are talking about those pilots that when given a crossing restriction, when it requies you to start down now, they start pushing and mashing buttons to get the altitude constraint in there so VNAV can figure it out. This is an easy case of doing quick mental math and knowing yeah, I gotta start down now and then can program the box later. For the most part, 121 flying is easy with minimal math.
 
Ah! Good point. You'll have to forgive the stupid helicopter pilot in me.

I’ve been on a mission to make Helicopter Pilots great again. One of the reasons there’s a “rotor stink” at the Airlines is because we don’t keep up on IFR stuff and we talk down on ourselves. We can fix this. MHPGA.
 
I’ve been on a mission to make Helicopter Pilots great again. One of the reasons there’s a “rotor stink” at the Airlines is because we don’t keep up on IFR stuff and we talk down on ourselves. We can fix this. MHPGA.

We willingly get into a machine that is intentionally shaking itself apart. The stupid ship sailed a long time ago. #HPLDM.
 
Do things better? I wish guys would call in sick when they are sick. It's amazing how contagious some people's allergies are...

As much as I see 'call in sick', I take it the airlines don't hassle you if you do; unlike some employers in other industries?
 
Absolutely they do, otherwise people would call in sick. Sent from my XT1650 using Tapatalk

I'm going to channel my inner-ATN and simply say that since the late 80s-early 90s, employers have gotten increasingly toolish about jacking their employees about every little nit-noid thing.

First was the transfer of the retirement burden to the employee...

Then it was the transfer of the health care burden...

Both the insurance industry and Wall Street saw that they had the working guy by the tender regions and decided to squeeze out their profit margin by taking advantage when they already were seeing good money from both of the above. I mean...in the 1960s...who in Wall Street would dream, even in the their most private moments of wonton avarice, that the common person would be FORCED to utilize their services, and pay them a cut, to simply fund their retirement, practically by government mandate.

And thanks to cell phones, email, and "big data", employees are now on the hook to work even in their private "not at work" time. If they don't answer emails or phone calls during non-work hours, they get "dinged" for not being productive.

As if those items aren't enough, employers continue to squeeze on the productivity issue focusing on nit noid items, even when the US has led in "productivity gains" over the past 25 years.

And they STILL whine about it....with a STRAIGHT FACE even. Employers never had it so good.

I had a former neighbor who did nothing but complain about his "slacker employees". I tried to clarify the situation, and determined that....his employees clocked in and out as they are supposed to, took their breaks according to policy, periodically used their sick leave benefit, took their vacations as scheduled, did the job asked of them during work time, left their work areas clean, but tended not to be reachable during off hours (not mandated) or not ALWAYS available for "voluntary overtime".

"So, in other words, you're upset they're doing the job as you outlined when you hired them?", and I further asked him if it ever occurred to him that maybe quality of life was more important than the W-2. He looked at me like I had 5 eyes and tentacles. I'm pretty sure he would have called me a communist, socialist or "radical labor organizer" under his breath when out of earshot.

There is special karmic payback waiting for people who treat their employees badly AND complain that they're slackers.
 
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