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.
Click to expand...

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.
Click to expand...
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!!!😁
Click to expand...

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.
Click to expand...

“Hallelujah! You are born again!” 😂

IMG_4068.jpeg
IMG_4069.jpeg
 
Cherokee_Cruiser said:
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.
Click to expand...
You forgot 1+F. That's for the ladies.
 
You must log in or register to reply here.
Back
Top