Toronto preliminary

///AMG said:
1100 fpm is nothing, just barely above a normal rate of descent for us.....typically 700-900 fpm for a normal pass with normal headwinds. My worst pass ever, was in a heavy 5W tanker, I was the last airplane airborne (because i was the recovery tanker), pitching deck night using MOVLAS, and I got high and made a big play i shouldnt have for the deck. Didnt help this was in my 2 seat tour, and the XO was in the back seat yelling things like "KEEP IT COMING" haha. I dont know the exact rate of descent at touchdown, but it was at least 1500 fpm, probably closer to 2000. Jet was fine BTW :)
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You guys land that way at the land base too with 14,000’ of runway…..
 
MikeD said:
You guys land that way at the land base too with 14,000’ of runway…..
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Haha damn right. Actually, we had this little competition in my previous squadron, where we would compare Gz readouts at landing. You CAN do a quasi flared landing, really more cushioning a landing with power, but the goal was to land with 1 Gz. I think i may have gotten it to 1.0X at one point with a really gentle one. This is ironically also incredibly more easy than just consistently greasing a 737 onto the ground.....at least a long body one (shut your short body mouth Mike :) )
 
///AMG said:
Haha damn right. Actually, we had this little competition in my previous squadron, where we would compare Gz readouts at landing. You CAN do a quasi flared landing, really more cushioning a landing with power, but the goal was to land with 1 Gz. I think i may have gotten it to 1.0X at one point with a really gentle one. This is ironically also incredibly more easy than just consistently greasing a 737 onto the ground.....at least a long body one (shut your short body mouth Mike :) )
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The shorty bodies are relatively easy to grease, though just as easy slam down too.

On another note. Technically, the term “guppy” is only applicable to the very short body 737s, 100/200/500/600. It’s not proper to use it for any of the standard fuselage ones such as 300/700, or the lengthened ones such as 400/800/900.
 
Boris Badenov said:
I dunno, I'm of a "judge not less thee be judged" mindset (from zero) on this one, at least as far as the C/A goes. The more I see of guys on OE (who have gotten to The Show, insofar as Dog Doo Relocation can be The Show), the more I wonder wtf possesses guys to do OE. It ain't the override, at least not here. And the stuff guys will come up with to do on short final keeps *me* awake in the bunk, and all I hafta do is sit there and watch.
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The judgment is, from my point of view, righteously confined to what they didn’t know and why.
 
Rosstafari said:
Must’ve trained in one of those Alaska 350 sims eh
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Back in the 1900 days, I’d routinely stay at 248kts coming down final and usually overtake the jets on the parallel final.

international tower told me one day “hey there showing you have a 100kt overtake on the preceding 737. But you’re cleared to land anyway. Maintain visual separation.”

The places that knew how to work turboprops kept us ahead of the jets and would sequence us first…

The ones that didn’t slowed us down to a homogenous 180kts for everybody. … index finger on gear horn silence. Power levers idle with the forearm and elbow.
 
derg said:
Like my old days in the 1900!

Fun to fly! Not as much fun to fly for eight leg days in the summertime
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I did a 3 leg day recently (I suck at PBS) and i was spent……probably too spent at ToD on the last one. I dont know how you guys did 8 back in the regionals (or even SWA doing 4). I need to cross time zones, maybe not at the A350 level, but you know, a couple. West coast bus driver is not for me
 
///AMG said:
I did a 3 leg day recently (I suck at PBS) and i was spent……probably too spent at ToD on the last one. I dont know how you guys did 8 back in the regionals (or even SWA doing 4). I need to cross time zones, maybe not at the A350 level, but you know, a couple. West coast bus driver is not for me
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Bruh, 3-4 leg days on the west coast are a good time
 
Roger Roger said:
Bruh, 3-4 leg days on the west coast are a good time
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You like things spicy!

I’m more of a JFK/BOS kitty. One and done, 2 day. Or even Midwest short back guy, but i promised my classmate who is a few numbers junior to me that I wouldn’t bid those trips if he educated me on PBS. And I have held up my promise.
 
///AMG said:
You like things spicy!

I’m more of a JFK/BOS kitty. One and done, 2 day. Or even Midwest short back guy, but i promised my classmate who is a few numbers junior to me that I wouldn’t bid those trips if he educated me on PBS. And I have held up my promise.
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SEA-SFO is the perfect leg length. Get to cruise, chat for a bit if the CA is cool, engage in company approved reading activities if they aren’t, eat a crew meal, break and get rid of trays, brief, nice chill visual approach. Two of those and something shorter, maybe like an SFO-LAS, and you’ve got an above min guarantee day, and doing that regularly I actually sort of feel sharp in the airplane (at least more so than flying east coast redeyes). Plus if you go through SEA on the last leg of the day your chances of something going sideways which almost always means extra $$ (and for me, an easier commute) are pretty high.
 
Roger Roger said:
SEA-SFO is the perfect leg length. Get to cruise, chat for a bit if the CA is cool, engage in company approved reading activities if they aren’t, eat a crew meal, break and get rid of trays, brief, nice chill visual approach. Two of those and something shorter, maybe like an SFO-LAS, and you’ve got an above min guarantee day, and doing that regularly I actually sort of feel sharp in the airplane (at least more so than flying east coast redeyes). Plus if you go through SEA on the last leg of the day your chances of something going sideways which almost always means extra $$ (and for me, an easier commute) are pretty high.
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Fair enough. I did do a 4 day not too long ago that was 3x PHX layovers. Just SEA and back each day. I dug the daily flight times, though it was a very inefficient trip with a 24 hr layover on day 3
 
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