(Stupid) E-Jet questions

woutlaw said:
Ask 5 captains how to cross Gopher at 11 and you'll get 6 answers.

VNAV was the biggest hurdle for me out on the line. Well, that and taxiing out to 9 in IAH. Ramp-Clearance-Ground-Ramp-Somebodyelse-Somebridge-Somebody-Tower-Go. Whuuut!?

Luckily, FLCH will always get you down. It might get you down 30 miles early, but it'll get you down. :)

Will
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Don't forget all the two letter taxiway names..... What a flipping mouthful when you are trying to read it back...
 
I've never had success with polarized lenses in any cockpit. They don't black out the CRTs in the RJ, but they create distracting colors on the windows. Polarized lenses are best on the water and the in the snow.
 
JetDoc said:
Don't forget all the two letter taxiway names..... What a flipping mouthful when you are trying to read it back...
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Oh god I hate that crap. I try really hard to ignore every other letter I also get really frustrated with how slowly they launch metal there...compared to someplace like MSP. Hell, we pulled up a few weeks ago as number 6. We sat on the ground for like 35 minutes in line.
 
IAH has a North side and a South side for there taxiways.
Read back "north A-B-C" etc...
ie listen to the second letter of the clearance.
 
Nark said:
IAH has a North side and a South side for there taxiways.
Read back "north A-B-C" etc...
ie listen to the second letter of the clearance.
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Pretty easy. "Taxi NA contact ramp at NG." " NA ramp at G."

"Taxi via SF hold short SC. Continue SA to 9." "SF short C. A to 9"

I will admit though that it is annoying when they take you the long way to 9 from the north side. Have to go from ramp to metering, ground, ramp, ramp, metering, tower.

But if that's my biggest complaint during a trip then life ain't too bad.
 
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ctab5060X said:
Understanding Speed T vs Speed E is probably the biggest concern and that can be explained a lot better and easier by an instructor than a book ever could.
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As I understand it from my reading and CBT, SPD-T is a conventional "speed hold" mode and "SPD-E" isn't really an autothottle mode (speed is controlled by pitch, as God intended for climbs and descents). The thrust levers go to either the top end or idle, and stay there. Boeing would have called it N1 (climb) or IDLE then THR HOLD (descent), or something along those lines.
 
Autothrust Blue said:
As I understand it from my reading and CBT, SPD-T is a conventional "speed hold" mode and "SPD-E" isn't really an autothottle mode (speed is controlled by pitch, as God intended for climbs and descents). The thrust levers go to either the top end or idle, and stay there. Boeing would have called it N1 (climb) or IDLE then THR HOLD (descent), or something along those lines.
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They don't always go to climb/idle. If you're only going up or down 1000' or so it won't just chop the power or go to full bore.
 
@Autothrust Blue with that in mind, SPD-E is much better suited for climbs of many thousands of feet.
On departure if you get a "climb and maintain 6,000' (looking at you ORD)" you will over speed (250knots) once you level off at 6', using FLCH.
It's all a matter of technique, but soon enough you'll learn how to avoid -G push overs, and 6000fpm descents.

Also descents below 10k avoid using FLCH, because she'll want to slow down before going down, thus eating up the airspace and timing for the terminal area.

I am far from an expert in the bird, however getting to know where you are in terms of automation will avoid an ASAP report/FOQA occurrence.
 
When hand flying in the climb alot of guys have the PM hit VS the last 1000 feet creating SPD-T and using the TCS button to sync down to 1000-1500 FPM. Helps alot, rather than over riding the crap out of them.

One of my biggest pet peeves with using FLCH is what @Nark just described. Descending and told to slow but also need to get down. People just spin the speed back and level off, making you extra high. Even if you just go VS and continue down at 500-1000 FPM you are still slowing and going down at the same time. The other one that I hate is climbing at 290, told to slow to 250 and they spin the knob and the airplane damn near stands on its tail. I have a technique for that but I'll let you figure out your own way. I just don't like that mega porpoise chase speed scenario in the climb.
 
O and VNAV in the climb will want to speed up first and then try to figure out if it will make any climb restrictions. Places like LGA Goldman departure is hard because it levels off and most likely won't make the restrictions I believe it calls for a continous 1000 FPM climb. Alot of guys sit and trust it because well it's VNAV! Pretty soon they get cleaned up and it starts to climb towards the restriction and the yellow LIM shows up and you're bleeding speed trying to make it. Wow I'm angry today.
 
ClarkGriswold said:
O and VNAV in the climb will want to speed up first and then try to figure out if it will make any climb restrictions. Places like LGA Goldman departure is hard because it levels off and most likely won't make the restrictions I believe it calls for a continous 1000 FPM climb. Alot of guys sit and trust it because well it's VNAV! Pretty soon they get cleaned up and it starts to climb towards the restriction and the yellow LIM shows up and you're bleeding speed trying to make it. Wow I'm angry today.
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That must have happened to you, like, I don't know, this morning? ;)

ClarkGriswold said:
When hand flying in the climb alot of guys have the PM hit VS the last 1000 feet creating SPD-T and using the TCS button to sync down to 1000-1500 FPM. Helps alot, rather than over riding the crap out of them.
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Minus overriding the autothrust, this was how we did things - or were supposed to - in the 145, for passenger comfort and TCAS purposes. "One to go, vertical speed."
 
Not this AM, haven't been to LGA in a few months but I may have witnessed it a time or 2. ;)
And ya thats just good piloting but some guys just scream up to level off at 2500+ FPM then wonder why they get an RA.
 
If you manually walk down the speed selector and keep the selected speed within about 5 knots of the current speed, FLCH descent will work better.

For example 190 slowing to 170, walk it down to 185 first, let it slow to 185, then 180, let it slow to 180, etc etc

Or you can use FPA
 
Vyse said:
If you manually walk down the speed selector and keep the selected speed within about 5 knots of the current speed, FLCH descent will work better.

For example 190 slowing to 170, walk it down to 185 first, let it slow to 185, then 180, let it slow to 180, etc etc

Or you can use FPA
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Thats alot of work but can be done and I have at times. FPA/VS same concept really. It's all technique.
 
Nark said:
@Autothrust Blue with that in mind, SPD-E is much better suited for climbs of many thousands of feet.
On departure if you get a "climb and maintain 6,000' (looking at you ORD)" you will over speed (250knots) once you level off at 6', using FLCH.
It's all a matter of technique, but soon enough you'll learn how to avoid -G push overs, and 6000fpm descents.

Also descents below 10k avoid using FLCH, because she'll want to slow down before going down, thus eating up the airspace and timing for the terminal area.

I am far from an expert in the bird, however getting to know where you are in terms of automation will avoid an ASAP report/FOQA occurrence.
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I've never flown the E175, but our E190s level off just fine in FLCH without over speeding. As soon as it goes into ALT SEL it reduces power and begins a level off.

We are constantly updating the EPIC loads though, so our FLCH logic may be different.
 
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