Kellwolf's Major Airline Experience

CC got it. The Airbus fleet recently got the "TOGA to NAV" update, so they can do the RNP. Everyone here is already trained on RNP, so once the software update goes into effect, we're good to go. Basically, we can do it now, but the charts on some of our RNP approaches say that they aren't authorized without the "TOGA to NAV' sequencing. We can still do several RNP approaches, just not certain ones.

SIC type for the FOs. Don't know about the circle to land, though. The sims are good enough, and like I said, you can fly a full visual pattern about as well as you can in the real airplane, so I don't see why they couldn't just keep it off. My ATP has it since I got it in the sim at Pinnacle, though. Same with my CL-65 type. I guess I'll find out on Tuesday if everything goes well.

Today was the last LOFT sim. Started out in Vegas for a takeoff on 25R, RNAV departure with altitude restrictions. Basically, VNAV keeps you from busting the restrictions, so use it. :) Headed to LGB, but had to divert to LAX because of WX in Long Beach. Hold and setup for an RNAV arrival that went right into an ILS to CAT I mins on 24R. Taxi to the gate and do the turn from LAX to SFO. Taxi out to 24L for an intersection departure. Since we read the airport briefing guide (it's basically a 10-9 page on steroids in PDF format), we knew that we were likely to get the intersection departure at the last minute, so we had the performance numbers for it ahead of time. Off for another RNAV departure, then on up to SFO without any problems. Sequenced for the LDA PRM 28R with a descending breakout on about a 6 mile final and got a cargo fire in the turn. Declared an emergency, flew the visual approach and evacuated on the runway. That was it.

Line orientend eval is set for Tuesday, and after that I have at least four days off. Then I get FAM flights and start IOE likely up in BOS. Pretty sure I've got the crashpad set up, but there are not very many at all up in BOS. I think of the guys in my class going to BOS, I might be the only one that snagged a slot. There are 14 other BOS guys in the class behind me, and last time I checked all the pads were full with people on the waiting list. If I had the start up money, I'd jump on the business opportunity there....
 
kellwolf

Like everyone has said thanks for all the details! I know you haven't flown the aircraft yet but how would you compare it to the CRJs? Flying qualities (SIM) and ease of learning the systems in training? I remember you saying JB doesn't spoon feed it to you like a regional. What would be your view of learning your new aircraft if it was taught like a regional teaching a CFI to fly a jet?
 
Nick said:
[quote="kellwolf, post: 2017366, member: 1274"There's an RNP 13L approach that makes it a lot more efficient rather than the VOR/DME 13L approach. The Airbus can fly it. The E190 can't right now due to a restriction of the automation on the go around. It's a planned upgrade on the avionics for the near future, though.
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I'm curious to know what the restriction is, and what the upgrade will do?[/quote]

In the interim we request the "RNAV VISUAL 13L" and fly the approach the same way you would fly the RNP. It's limitations are a 3000' ceiling I believe.
 
Rotor2Wing said:
kellwolf

Like everyone has said thanks for all the details! I know you haven't flown the aircraft yet but how would you compare it to the CRJs? Flying qualities (SIM) and ease of learning the systems in training? I remember you saying JB doesn't spoon feed it to you like a regional. What would be your view of learning your new aircraft if it was taught like a regional teaching a CFI to fly a jet?
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It's got a lot more "niceties" than the CRJ. Autothrottles and VNAV make things like the ELDEE arrival a LOT easier than doing it in the -200. It will also make you lazy as well if you don't stay in the habit of monitoring systems. Also, if you've got a good tailwind, the VNAV might not make the crossing restrictions, so you might have to start down earlier. The systems are more complex than the CRJ since there are a lot more things automated, however jetBlue doesn't require us to know as much either. With the CRJ, I had to do the whole "fuel molecule going through the fuel system" thing. Here, it was "this switch opens the crossflow valve and turns on this pump." That was pretty much it. They don't spoon feed you, but they don't require you to build the airplane, either. I wouldn't say Pinnacle "spoon fed" me, either. It was more death by power point with a lot of self-study involved. It's easier to add the newer things like the VNAV and HUD because I'm already familiar with how a jet flies. A CFI coming in with no jet experience would have that hill to climb on top of everything else. I know I was about 1/2 mile behind the CRJ for about the first month I was on it.
 
kellwolf said:
It's got a lot more "niceties" than the CRJ. Autothrottles and VNAV make things like the ELDEE arrival a LOT easier than doing it in the -200. It will also make you lazy as well if you don't stay in the habit of monitoring systems. Also, if you've got a good tailwind, the VNAV might not make the crossing restrictions, so you might have to start down earlier. The systems are more complex than the CRJ since there are a lot more things automated, however jetBlue doesn't require us to know as much either. With the CRJ, I had to do the whole "fuel molecule going through the fuel system" thing. Here, it was "this switch opens the crossflow valve and turns on this pump." That was pretty much it. They don't spoon feed you, but they don't require you to build the airplane, either. I wouldn't say Pinnacle "spoon fed" me, either. It was more death by power point with a lot of self-study involved. It's easier to add the newer things like the VNAV and HUD because I'm already familiar with how a jet flies. A CFI coming in with no jet experience would have that hill to climb on top of everything else. I know I was about 1/2 mile behind the CRJ for about the first month I was on it.
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Thanks I appreciate to comparison!
 
kellwolf said:
Pretty sure I've got the crashpad set up, but there are not very many at all up in BOS. I think of the guys in my class going to BOS, I might be the only one that snagged a slot. There are 14 other BOS guys in the class behind me, and last time I checked all the pads were full with people on the waiting list. If I had the start up money, I'd jump on the business opportunity there....
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BOS is that high in demand? I want to set one up in IAH. Perhaps BOS would be next.
 
WestIndian425 said:
BOS is that high in demand? I want to set one up in IAH. Perhaps BOS would be next.
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Yeah. There's a web board on the jetBlue intranet with a list of crashpads. Call all of them, and you won't find one vacancy. There's 5 of us in my class going to BOS and FOURTEEN in the next class. So, there's 19 people looking for a crashpad right there. Well, 18. One of the guys in my class lives in BOS, so he's set for life unless something catastrophic happens.....
 
kellwolf said:
Yeah. There's a web board on the jetBlue intranet with a list of crashpads. Call all of them, and you won't find one vacancy. There's 5 of us in my class going to BOS and FOURTEEN in the next class. So, there's 19 people looking for a crashpad right there. Well, 18. One of the guys in my class lives in BOS, so he's set for life unless something catastrophic happens.....
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This is definitely worth looking into! Thanks for the info!
 
Well, after 4 days off, I finally had the LOE, which doubled as a checkride. Started out the day at the gate in LAS, pushed back, taxiied out to 25R and did the RNAV departure headed to LGB. Held enroute on a fix on the arrival, then got cleared in for the RNAV (RNP) 12. Landed, taxiied to the gate. Did all the turn stuff, pushed back from the gate and taxiied out. Took off (my leg) and had a flap fail on flap retraction. Talked about returning to LGB vs LAX while running the QRH. Flap fail cleared while running the QRH, so we went back to LGB for an ILS 30. Landed, and that was it.

Basically, they're looking for teamwork and how you work together as a crew in the LOE. They throw some not out of the oridinary things that could become issues if you don't catch them early. Honestly, I wasn't even aware of them until the de-brief. If you follow the SOPs, fly the airplane how you're trained, use good threat and error management and communicate, there shouldn't be a problem at all.

Now, I'm basically sitting around until I get a schedule with my familiarization flights and my IOE schedule. We're supposed to get a minimum of 4 days off between the LOE and IOE. Guys in my class that finished on Saturday still don't have an IOE schedule, so I'm wondering if there's a bottleneck due to Xmas.
 
I've enjoyed your thread, I would really like to come to JB. I just got called for an interview Jan 10. Do you have any good gouge? What questions were you asked? Thanks.
 
kellwolf said:
Well, after 4 days off, I finally had the LOE, which doubled as a checkride. Started out the day at the gate in LAS, pushed back, taxiied out to 25R and did the RNAV departure headed to LGB. Held enroute on a fix on the arrival, then got cleared in for the RNAV (RNP) 12. Landed, taxiied to the gate. Did all the turn stuff, pushed back from the gate and taxiied out. Took off (my leg) and had a flap fail on flap retraction. Talked about returning to LGB vs LAX while running the QRH. Flap fail cleared while running the QRH, so we went back to LGB for an ILS 30. Landed, and that was it.

Basically, they're looking for teamwork and how you work together as a crew in the LOE. They throw some not out of the oridinary things that could become issues if you don't catch them early. Honestly, I wasn't even aware of them until the de-brief. If you follow the SOPs, fly the airplane how you're trained, use good threat and error management and communicate, there shouldn't be a problem at all.

Now, I'm basically sitting around until I get a schedule with my familiarization flights and my IOE schedule. We're supposed to get a minimum of 4 days off between the LOE and IOE. Guys in my class that finished on Saturday still don't have an IOE schedule, so I'm wondering if there's a bottleneck due to Xmas.
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Sounds like a paid vacation for Christmas Congrats on completing the stressful part of training. :)
 
Appreciate you kellwolf. Thank you for writing this up. I remember your upgrade thread. It's great reading; keep up the good work!
 
FlyByWire22 said:
Congrats on passing the ride! I'm completely unfamiliar with 121 rides, do you have in house people that give them?
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It's all in-house. This was my first time through an AQP training program, and I have to say, the stress level was MUCH lower than anything I ever dealt with at Pinnacle. The training events were all tougher than the actual checking events. At Pinnacle, it was always the other way around. My LOE today was actually (dare I say it) fun, and it really just felt like a regular line flight.

New system bid just came out today, and it looks like lots more hiring in Q1 of 2013. Roughly 80 positions went unfilled, mostly on the Airbus in JFK. I bid from BOS to JFK on the 190. I'll be a lineholder in either place by June (when the bid is effective), and this will give me a chance to see what the commute/schedules are like at both. Buddy of mine got MCO A320, and he's been here for about 2 1/2 years. Hope for me getting MCO by the end of next year/early 2014 on the 190. If things stay about the same, I might be able to hold the 'Bus and live in base by the end of 2014/2015. If that comes true, I won't know what to do with myself. :)
 
Don't mean to derail too much here, but just got the call for a Jan 10 interview (!), and was told to expect an email with a whole bunch of things to fill out beforehand; wondering if anyone knows/remembers about how long it takes to receive that email? Just want to be sure I don't miss it...
 
Speedbird172 said:
Don't mean to derail too much here, but just got the call for a Jan 10 interview (!), and was told to expect an email with a whole bunch of things to fill out beforehand; wondering if anyone knows/remembers about how long it takes to receive that email? Just want to be sure I don't miss it...
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I got the call for Jan 10 two days ago, and the email came within a few minutes of getting off the phone. I guess maybe we'll meet on the 10th. I chose the 0830 slot. Do you have any good gouge?
 
Ok thanks I guess I'll keep an eye out and give it a little more time before contacting someone. I'll be in at 1330, perhaps I'll run into you on your way out! As far as gouge info there seems to be plenty out there (mostly situational/hr type questions, they want to know if you'll fit in with JB's customer-friendly culture); kellwolf himself would be a good source of info!
 
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