UPS MD-11 crash at SDF

Flying the plane doesn’t necessarily mean punching everything off, it means making the plane do what you were expecting it to do, but didn’t. The pilots I’ve seen who are flabbergasted at “it didn’t capture the glidepath (world ending chaos)”, versus “hmm. Didn’t capture for some reason, guess I’ll tap vertical speed and start get the autopilot descending.” Then work the issue time or give a crap permitting, or just accept it as is and continue to a landing. Versus making an event out of a non-event.
 
derg said:
Were you in one of the earlier 320s? If so, if you still have a ship number, that's an anomaly that should have been noted beause there was some sort of update for that a few years ago.
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I believe so, but it's been probably a couple years since it happened, I haven't seen it since.
 
Autothrust Blue said:
Coming into PHX once the 321 was all “BIPBIPBIP, you’ve got it” in managed descent at an intermediate level off and I was all “mmmph push to level off.” For whatever reason, undetermined.

“Okay then”

But yeah, I don’t recall a circumstance in line flying where it became punch everything off.
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I've seen the VCTRZ in DTW do some funky things when ATC gives you a constraint that wasn't pre-programmed. Staying in managed but clearly not making any attempt to level off and having to intervene. Last reason I had to dump everything was a helpful PM spinning up the missed altitude before the G/S had captured. "Heh, I've done this before, cancel my flight directors please before the AP realizes you just put it into open climb."
 
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.
 
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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Those close in and fairly low FAFs are a bit sneaky too.
 
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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Are newhires holding that thing? How long until, “yeah, but on the CRJ I would just do…”
 
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