Tune and Identity at the Airlines

Trip7

Trip7

Well-Known Member
When flying for the regionals, or the majors do you guys tune and indentify navaids on every approach? Just wondering if fms or some cockpit automation takes care of that or not.
 
I'm going to say no to automation, and yes they tune and ID. However, I don't know. (aka my opinion)
 
Correct me if I'm wrong, but observing the correct station ID on the PFD/MFD is sufficient to identify the station. In other words, if you see it, there's no need to hear it (the morse code)
 
I tune and ID radio disney

At least here, there is no "tune and identify" a la you are taught back in your instrument days. Aside from the 3/4 letter ID appearing on the PFD on the CRJ, the FMS auto adjusts the HSI needle and you get a "ghost" course needle when the approach in the FMS matches the freq tuned into the respective NAV radio (at least for ILS's, not really sure about VOR's, it's been forever, but even then the flying pilot will be on white needles, so tuning isn't possible). In other words, T&I'ing would just be unnecessary.
 
We generally have to tune and identify approach frequencies. When you're operating at an airport with several parallel runways, the loss of separation you prevent might be your own.
 
The FMS will auto identify LOC/VOR frequencies and display the navaid ID on the PFD. However, it sometimes takes a while for that info to show up (especially if you are holding DME for some reason) and it is pretty common practice to identify the navaid by listening to it.
 
BobDDuck said:
The FMS will auto identify LOC/VOR frequencies and display the navaid ID on the PFD. However, it sometimes takes a while for that info to show up (especially if you are holding DME for some reason) and it is pretty common practice to identify the navaid by listening to it.
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For us, wouldn't say "common", most wait for it to decode it, but I often will listen to get that square filled sooner.
 
Part of our approach checklist... Tuned and identified...

.. / .-- --- .-. -.- / .- - / . -..- .--. .-. . ... ... .--- . - ;)

Bob
 
777forever said:
When flying for the regionals, or the majors do you guys tune and indentify navaids on every approach? Just wondering if fms or some cockpit automation takes care of that or not.
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Well we certainly tune - in the CRJ there's nothing that will do that for you.

As far as identify - if it's IMC then the PNF will identify, via listening to the morse code, the PF's radio when they go green needles. Then when the PNF joins green needles they will also identify by listening to their own radio. They also verify the course - because the whole blue needles thing is marvellous, but it doesn't mean it doesn't need checking.....

In VMC it's a bit more casual - because the PFD will display the ident eventually and that's probably good enough, along with the Mark 1 eyeball, to prevent you from landing at the wrong airport or the wrong runway.
 
well after reading the reponses I think my airline must be the only one that doesn't physically indentify :D. We look at the ID on the PFD; that is sufficient according to the training department (and the POI).
 
If the B717 had NAV radios I could tune 'em. String the approach in the FMS and within 25NM the loc id will be displayed on the PFD. Easy. At first it seems unusual to fly a jet with no NAV radios nor an NDB. But it does help de-clutter the cokpit!
 
wheelsup said:
well after reading the reponses I think my airline must be the only one that doesn't physically indentify :D. We look at the ID on the PFD; that is sufficient according to the training department (and the POI).
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Same here, Matt. If I don't see the ID, THEN I'll listen to the morse code. Also, if you go green needles while the LOC is still "boxed," most of the time the inbound course will be wrong.
 
As far as partial panel what do you guys do? I just finished up partial panel training and flying a VOR-DME appr. w/o an attitude indicator or heading indicator is the hardest skill I had had to. Took me a couple flights to rework my scan, w/o flight sim it might have been longer. Flying normal instrument now seems much easier lol. Also, I was shocked to see in the PTS that the examiner is supposed to give you a distraction on purpose. Im glad I know that so im prepared.
 
Partial panel in a jet, you have an little tiny attitude indicator, airspeed, altimeter, wet compass, magnetic heading info from the RMI, nav capability to fly an ILS or LOC, the scan from hell, and 30 minutes to be on the ground, or your dead.

I think I prefer doing it in a small plane going 90 knots, thank you.
 
DE727UPS said:
Partial panel in a jet, you have an little tiny attitude indicator, airspeed, altimeter, wet compass, magnetic heading info from the RMI, nav capability to fly an ILS or LOC, the scan from hell, and 30 minutes to be on the ground, or your dead.

I think I prefer doing it in a small plane going 90 knots, thank you.
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That sound pretty tough going at that speed and that heavy. Doesnt having someone to help you out help any? Ive been in a 777 sim at the AA facility. I had a blast. The instructor said I wont have so much fun when you are really training.
 
In the sim, in the CRJ, during training, we have to fly an ILS in IMC with the ISIS and the compass. The ISIS is this little square box instrument in the middle of the panel that looks like a mini G1000 panel. It's got attitude, airspeed, altitude and an overly of the LOC and GS. Basically, if you're down to that and the compass you've had the worst day in history. :)

Some CRJ's have separate instruments in the center of the panel instead of the electronic ISIS. For some reason, NWA actually ponied up for the option.
 
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