UPS MD-11 crash at SDF

Autothrust Blue said:
Mastery of and comfort with all levels of automation (doctor-doctor types say there’s 6, I think there’s fewer and I am one of those doctor-doctor types) allows you to pick the one that works the best for the given situation. Sometimes it’s nothing-at-all which makes various people squirm and sometimes it’s all-the-autopilots, and sometimes (many times) it’s in-between.
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100%. And those that comfortably manage what desired level of automation they need at a given time, or undesired level they have to manage when it’s given to them, are the ones who have excelled in their craft by putting out the learning effort.
 
derg said:
I have an OE in a couple of days with a new airbus pilot.

On the arrival into DTW it's going to be:

Phase awareness, which phase are we in? Ahh, we're approaching an early "Circle D", what's going to happen with the speed and the phase? Since you reported the field in sight, the controller is going to give you a dog-leg to intercept the final approach course, the threat is going to be paralleling the glidepath, hitting your selected altitude when you're slightly above, we can mitigate that by adding drag or OP DES to your last altitude clearance.

I need to fly to more airports than DTW toward the end of OE.
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My techni-cure is to put the FAF in the prog page and constantly run a 3:1 in my head. It’s one (critical) spot on the arrival where you pretty much know where you need to be altitude, airspeed, config, and energy-wise.

Inside 3:1 (A320)?: Easy-peasy.
Outside?: Time to do some pilot stuff!!!😁
 
Toobdrvr said:
My techni-cure is to put the FAF in the prog page and constantly run a 3:1 in my head. It’s one (critical) spot on the arrival where you pretty much know where you need to be altitude, airspeed, config, and energy-wise.

Inside 3:1 (A320)?: Easy-peasy.
Outside?: Time to do some pilot stuff!!!😁
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Nice! :)
 
If you’re on the profile, /LOC/GS, path, and coming straight in, for both the 320 family and 737 aim for second notch of flaps and 180 knots by 2000AGL. Then at 2000 AGL, gear down, slow, 3rd notch of flaps and 160 knots by about 1700AGL. Then continue slowing, target speed and final notch of flaps by 1200-1300AGL.

I have yet to miss the 1000AGL gate using those techniques on the 737/320 family.



*slight adjustment needed if 10-15 knot tailwind. Just do it about 300-400 ft sooner.
 
Cherokee_Cruiser said:
If you’re on the profile, /LOC/GS, path, and coming straight in, for both the 320 family and 737 aim for second notch of flaps and 180 knots by 2000AGL. Then at 2000 AGL, gear down, slow, 3rd notch of flaps and 160 knots by about 1700AGL. Then continue slowing, target speed and final notch of flaps by 1200-1300AGL.

I have yet to miss the 1000AGL gate using those techniques on the 737/320 family.



*slight adjustment needed if 10-15 knot tailwind. Just do it about 300-400 ft sooner.
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“Hallelujah! You are born again!” 😂

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MikeD said:
“Hallelujah! You are born again!” 😂

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LOL!


Airbus: Flaps 1, 2, 3, Full


737, what I meant was: 1, 5, 15, then 25-30.


Though at our shop, the profile has flaps 25, so pretty much everyone calls for that first. We don’t go 15 to 30 although you could as long as your speed is appropriate for it. So we say 25 and followed by 30 shortly thereafter.
 
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Toobdrvr said:
My techni-cure is to put the FAF in the prog page and constantly run a 3:1 in my head. It’s one (critical) spot on the arrival where you pretty much know where you need to be altitude, airspeed, config, and energy-wise.

Inside 3:1 (A320)?: Easy-peasy.
Outside?: Time to do some pilot stuff!!!😁
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Same,
I used to only do it when I knew it would likely be direct the field, with vectors to final…then just went “Hmmm….wait a minute”. Energy management honestly just got way easier after remembering I can (usually) do math.

The other trick I acquired (and employ) specifically for those non-star arrivals. PBD -30 waypoint with 250/10k(afe) constraint. Obviously, this you gotta watch this more, and make sure you dont ignore an atc instruction, but really helped my SA when i transitioned to le bus from the rank of lowly turboprop dood
 
Karnage said:
Sounds like the destruct code for a Federation starship!
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I always found it odd that VOYAGER's autodestruct sequence did not require another senior officer to arm/enable, whereas it seems like every other ship required the Captain and the Exec (or at least someone else down the line, or possibly two someones). Maybe it was because of the decimation of the senior staff by the trip to the Array. Or maybe just someone forgot how Starfleet normally did it.
 
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