SJI Displacements Cancelled

bike21 said:
Used to be basically required during 'familiarization' in the dead of night at OO after the final sim ride. Good times all around being the first time in a jet and all :)
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Damn! We used to do training in the aircraft on the 1900, but we always did full stop taxi-backs, even on the 11,000 ft Dade-Collier runway out in the middle of nowhere.
 
SlumTodd_Millionaire said:
Damn! We used to do training in the aircraft on the 1900, but we always did full stop taxi-backs, even on the 11,000 ft Dade-Collier runway out in the middle of nowhere.
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I still remember America West would have a 737, and I can remember Dash-8, back in the day beating up the pattern or approaches at IWA (after it closed as a mil airfield in ‘93) or NYL at 1 in the morning or so. Quite interesting.
 
SlumTodd_Millionaire said:
Damn! We used to do training in the aircraft on the 1900, but we always did full stop taxi-backs, even on the 11,000 ft Dade-Collier runway out in the middle of nowhere.
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it’s funny, once upon a time, planes that were maybe looked at as stepping stones to the bigger iron, would be fun as heck to fly again now. A couple of people i know have said how they wanted out of the 1900C back in the day for example, but today would love to fly one again.....often citing the desire to feel like an actual pilot again doing actual piloting stuff. :)
 
MikeD said:
it’s funny, once upon a time, planes that were maybe looked at as stepping stones to the bigger iron, would be fun as heck to fly again now. A couple of people i know have said how they wanted out of the 1900C back in the day for example, but today would love to fly one again.....often citing the desire to feel like an actual pilot again doing actual piloting stuff. :)
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I do have to say, after 8.5 yrs on the Bus, I am enjoying a yoke and flying the 737.
 
MikeD said:
it’s funny, once upon a time, planes that were maybe looked at as stepping stones to the bigger iron, would be fun as heck to fly again now. A couple of people i know have said how they wanted out of the 1900C back in the day for example, but today would love to fly one again.....often citing the desire to feel like an actual pilot again doing actual piloting stuff. :)
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Oh, I would LOVE an old 1900. I even looked at some Merlins and Metroliners. I can’t even justify my 421, though. :bounce:
 
SlumTodd_Millionaire said:
Oh, I would LOVE an old 1900. I even looked at some Merlins and Metroliners. I can’t even justify my 421, though. :bounce:
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I hear ya. I would love an old Cessna T-37 Tweet jet. Didn’t care for it when I flew it in training, but looking back, it’s a simple, no frills, fun as heck jet that did little more than turn Jet fuel into high pitched noise. But was a heck of a nimble little machine for air work and just flying around.

Oddly, it made one a fairly good instrument pilot because it had no basic-T. As old as the jets were....mostly mid 1950s to mid-1960s, flight instruments were just installed wherever they happened to fit on the panel. Totally messed up as we would be used to today, but it certainly taught the importance of a good scan and being able to develop one. :)

Now thinking of America West again, one thing that was cool about them, apart from being the hometown airline, was that they owned all their flying. The Dash-8-100s that flew the short routes out of PHX to places like NYL/FLG/GJT, were all mainline birds. I’m not sure if that’s what new hires started in, or if it was bid like any other airframe. But they owned them. I think it wasn’t until after the first gulf war and the first bankruptcy recovery, that they sold their Dash 8s and contracted all those routes to Mesa Airlines, who eventually flew them as America West Express. With the exception of a few longer routes that were flown by an airline called Desert Sun that was also flying in the America West colors in two Fokker 70s, that were eventually sold and those routes given to Mesa too.

The sad rise of power to one Ornstein......

Ahh. Memory lane....
 
MikeD said:
Are guys not even communicating while flying? As in keeping the other person informed on what they’re doing, what they’re thinking, and what they’re planning? That way, anything can be corrected early if need be, as a crew. Shouldn’t be any need to have to let anything get too far.
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Of course.

Say you’re approaching TOD on a RNAV arrival and you have some restrictions/constraints. The pilot goes open/FL CH instead of managed/VNAV/whatever, if you have time and if you immediately jump in without giving the other guy a chance to think “Oh, that was stupid, I should have (X) instead”, he’s not going to develop his own crosscheck because you immediately gave him the answer.

Give it a few “potatoes”, the opportunity for self-correction and then “it appears the aircraft is going descend below an ‘at or above’ point because it’s in open descent (FL CH/whatever), push for managed. Now the level off arrow is purple over the point with the constraint”

I don’t know, it’s technique. But then I learned more about the 767 on IOE when my training captain basically took a nap in the mid-teens that lasted ‘pretty late in the arrival phase’ into JFK.
 
Soul Brotha' said:
Typical day to and from an airport that we’ve been to a gazillion times, give me the Cliff notes. If it’s a non-typical flight then talk to me.
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YES. "brief"ing should be brief

MikeD said:
Weird, at my shop the other pilot never has any question of what’s going on when, or going to go on. Thoughts/plans are voiced.

Like entering the traffic pattern. If I’m flying, i tell the other guy “plan on downwind about a 1.5 mile offset, 1500 AGL, 170/Flaps 5 entry. Approaching downwind abeam gear/flaps 15/150. Approaching the 180 abeam the numbers, flaps 30/ before landing and roll into downwind to final. Halfway down/halfway around at the 90, roll out 300/1 mile.”

Only difference is if we’re doing a touch and go, brief leave speed brake detent/disarmed, touchdown flaps 5, power advance, rotate at Vr and lift off. If another traffic pattern, leave it at flaps 5/170/all manual, if going to radar or departing the area, full cleanup, engage modes as desired.
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How often do you really fly the 737? -500s?
 
bike21 said:
Used to be basically required during 'familiarization' in the dead of night at OO after the final sim ride. Good times all around being the first time in a jet and all :)
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We had a Brasilia crew doing them in the dead of night, I think it was in CLD, when an engine quit—turns out that the fuel gauge for that side had somehow stuck and the damn thing just quit cold—and they came back around and landed without incident. Sporty introduction, but at least the V1 cut muscle memory was extremely fresh.
 
Autothrust Blue said:
We had a Brasilia crew doing them in the dead of night, I think it was in CLD, when an engine quit—turns out that the fuel gauge for that side had somehow stuck and the damn thing just quit cold—and they came back around and landed without incident. Sporty introduction, but at least the V1 cut muscle memory was extremely fresh.
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PSA's (Jetstream International back then) only fatal accident was doing night time training touch and goes in a JBall. Trainee stomped on the wrong rudder during a simulated engine failure and flipped the plane upside down.
 
BobDDuck said:
PSA's (Jetstream International back then) only fatal accident was doing night time training touch and goes in a JBall. Trainee stomped on the wrong rudder during a simulated engine failure and flipped the plane upside down.
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Didn’t XJT do something similar in an Embraer?
 
Roger Roger said:
Didn’t XJT do something similar in an Embraer?
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jtrain609 said:
Yup. Check airman pulled an engine back without telling anyone and the trainee stepped on the wrong rudder.
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And that’s how they got their cabin trainer!

Accident Embraer EMB-145ER (ERJ-145ER) N14931, Wednesday 11 February 1998

The Embraer had just finished its 1st training cycle of the day. After a full stop landing on runway 30, the aircraft taxied back to the threshold for another departure. The instructor pi...
aviation-safety.net

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