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Had the best landing of my meager 87 hours of flying on Thursday and my friend got it on video. Literally didn't feel it touch the ground. http://youtu.be/D8LtZx788Xc bonus video: put her down on the numbers in Leadville too, one if the most beautiful airports in the country, and highest in North America. http://youtu.be/W7ZAAihL7OU 
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Apr 20, 2014 04:27
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azflyboy posted:Learning plateaus suck, especially when trying to finish IOE. It sounds like you're overcontrolling a bit after A/P disconnection? Remember that an aircraft of this size should be inherently stable. If you're already on slope, and I assume you should be with a coupled approach, then you shouldn't need much control input at all after you disconnect. Try a lighter touch if possible. I also find that once visual, it's a lot easier to fly the remainder of the approach just like you would in a light aircraft - aimpoint/power/airspeed - rather than attempting to keep it exactly aligned with the flight director at low altitude. That approach into Seattle sounds hosed though. Omi no Kami posted:So this may be a silly question then, but how do you keep from getting bored during cruise? I assume that unless there's a problem a lot of the stuff you're monitoring will stay within a fairly narrow range, and getting bored/sleepy/coma-ridden is exactly the kind of thing that would cause you to potentially miss critical things in the first place. Yeah, like others have said... monitor radios, monitor aircraft performance, monitor gauges, monitor autopilot and navigation, prepare for approach, chat with the captain and/or flight attendants, drink coffee, eat snacks, play with tablet/phone, stare out the window thinking about how you're gonna arrive home an hour late since your flight was delayed for whatever reason. brendanwor fucked around with this message at 05:12 on Apr 20, 2014 |
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Apr 20, 2014 04:59
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brendanwor posted:It sounds like you're overcontrolling a bit after A/P disconnection? Remember that an aircraft of this size should be inherently stable. If you're already on slope, and I assume you should be with a coupled approach, then you shouldn't need much control input at all after you disconnect. Try a lighter touch if possible. I also find that once visual, it's a lot easier to fly the remainder of the approach just like you would in a light aircraft - aimpoint/power/airspeed - rather than attempting to keep it exactly aligned with the flight director at low altitude. That approach into Seattle sounds hosed though. It's not exactly overcontrolling, it's more like I'm not putting in enough pitch input to keep the FD from wandering. I started out doing that most of the way down the approach, so I'm guessing another few legs and I should have it figured out. The pitch forces on the airplane are heavy enough that a light touch on the yoke doesn't work (even when it's perfectly trimmed), so I'm basically trying to figure out how to precisely brute force the controls. Getting speed restrictions like that is fairly common in Seattle, since ATC knows that we can keep pace with jet traffic through most arrival procedures and get rid of that speed pretty quickly when needed, so the controllers there use that ability to compensate for the fact that we're 20-30kts slower than the jets inside the FAF.
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Apr 20, 2014 05:31
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There was a really bad skydiving accident today in Finland. The dive plane crashed and 8 people out of 11 on board are dead. So far I haven't been able to find any details (I was told by a pilot I know in Finland.) edit: If you can read Finnish: http://www.mtv.fi/uutiset/kotimaa/artikkeli/vain-mtv-lla--kuvasarja-jamijarven-turmakoneen-syoksysta/3173422 sleepy gary fucked around with this message at 20:49 on Apr 20, 2014 |
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Apr 20, 2014 20:29
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azflyboy posted:It's not exactly overcontrolling, it's more like I'm not putting in enough pitch input to keep the FD from wandering. I started out doing that most of the way down the approach, so I'm guessing another few legs and I should have it figured out. The pitch forces on the airplane are heavy enough that a light touch on the yoke doesn't work (even when it's perfectly trimmed), so I'm basically trying to figure out how to precisely brute force the controls. As you get closer to the ground, the flight director and glide slope are super sensitive. You're going to get yourself unstable if you try to follow those all the way down. Your crosscheck should be aim point - airspeed at that point.
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Apr 21, 2014 13:30
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So I flew (with my instructor) into kdal yesterday. I thought it was a neat change of pace to be following a 737 instead of another Cessna.
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Apr 21, 2014 14:00
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Oh god CPL written in 4 hours. LO charts mean less options right?
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Apr 21, 2014 14:06
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American Eagle pilots seem to finally be comfortable with the new call sign. My school's airport only has
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Apr 21, 2014 18:01
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Finished IOE today! Despite having fun with windshear on a few legs and getting to dodge around some spring thunderstorms, I managed to put together a pretty solid leg that was good enough to pass a line check and get me signed off to fly with normal captains. By a bizarre coincidence, the flight attendants got a line check on the trip as well, but since that leg involved lots of dodging storms and they never got out of their seats, it was pretty easy for them. Now, I get to spend at least the next five weeks sitting on reserve (on call) starting at 430AM, which will be lots of fun.
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Apr 23, 2014 07:35
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azflyboy posted:Now, I get to spend at least the next five weeks sitting on reserve (on call) starting at 430AM, which will be lots of fun. 5 weeks? You lucky bastard. I'm on week 162 of reserve. Maybe I should just make a lateral move to horizon and move into my parents basement... Are you commuting out of PHX or are you moving to base?
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Apr 23, 2014 16:28
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Congrats azn!!! Lets hope your reserve stint is a short one. Kodiak, three years of reserve? Thats brutal. I'm finally a line holder after a year and nine months. Though with our particular flavor of PBS, there are many peculiarities that can push me right back to reserve any month for the dumbest reasons. Something funny I have noticed. The stronger the crosswind and the turbulance on final approach, the softest my landing will result. I guess I get into "The Zone" and the end result is better than a boring straight in with calm winds.
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Apr 23, 2014 17:36
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Five weeks is just the length of the bid cycle, but I'm sure I'll be on reserve for quite a few bids after that. I'm in a base that's in the middle of the seniority list for FO's, but given the rate we're losing FO's right now, I may be able to hold a line within a year or so. Two of our bases (PDX and SEA) are really senior, to the point where 15-year captains can't even hold a line and are dead last on the seniority list. I moved to base shortly before I finished IOE, since the schedules aren't terribly commutable, and I didn't want to deal with the hassle of commuting anyway. azflyboy fucked around with this message at 17:45 on Apr 23, 2014 |
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Apr 23, 2014 17:41
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I did the same thing and its the best decision I made. All the naive guys who tried the commute to reserve on first year pay turned into miserable wretches.
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Apr 23, 2014 17:57
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Hearing from friends, commuting on reserve is the worst thing in the world. Why anyone would do it on a probationary period is nuts.
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Apr 23, 2014 18:40
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Animal posted:I did the same thing and its the best decision I made. All the naive guys who tried the commute to reserve on first year pay turned into miserable wretches. I did the same thing and it WAS the best decision I made until I made a horrible one and moved back. I knew that commuting to reserve was going to be a pain in the rear end so I moved to base (ord). After a year or so I got off probation and started holding a line so I decided to move back to AZ. Right after I moved back the poo poo hit the fan and my relative seniority tanked. I've now spent 2+ years commuting to reserve and my relative seniority is still lower than it was the day I moved back. I am now a miserable wretch.
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Apr 23, 2014 18:47
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Omi no Kami posted:So this may be a silly question then, but how do you keep from getting bored during cruise? I assume that unless there's a problem a lot of the stuff you're monitoring will stay within a fairly narrow range, and getting bored/sleepy/coma-ridden is exactly the kind of thing that would cause you to potentially miss critical things in the first place. "Find me the only 2 lower case letters in the cockpit" "Find the 3 palindromes in the cockpit" "Try and figure out which circuit breaker I just pulled" etc
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Apr 24, 2014 03:10
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I was wondering if anyone knew the flight that crashed due to the pilot not adjusting his seat properly, and thus not lining up the balls. It was an episode of Seconds From Disaster or Air Crash Investigation several years ago. I've looked through the episode lists for both on Wikipedia, but nothing jumped out at me, and Google just gets me an Indian copilot pushing the column forwards, locking the pilot out, and going into a dive that he had no idea how to recover from unil the pilot got back in several thousand feet later - but that's from 2013 and the one I'm thinking of is (I believe) from the '70s
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Apr 24, 2014 07:59
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Does anyone care to recommend a flight school in the South Bay area in California? There seem to be quite a few options, but none of them stand out to me yet.
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Apr 24, 2014 17:43
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So, on Sunday, I do my first solo long cross country from CYOW to CYGK, then onto CNL3 then back to CYOW. Should only take 2 hours. So, other thn stuff in the OP, is there anything else I should be doing (Like picking random fields for forceds if need be), or is my solo acapella renditions of various popular music songs enough to keep me sane?
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Apr 26, 2014 02:04
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Dalrain posted:Does anyone care to recommend a flight school in the South Bay area in California? There seem to be quite a few options, but none of them stand out to me yet. Aerodynamic Aviation at Reid Hillview, where you can learn in a taildragger and do it the right way the first time
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Apr 26, 2014 04:09
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Cool, thanks for the reply. I saw they had a deal with the local EAA chapter at some point in history, but it looks to no longer be valid. Curses!
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Apr 26, 2014 06:29
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azflyboy they finally cut you loose and you go and do something like this??? (picture stolen from reddit)
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Apr 26, 2014 23:34
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Oddly enough, I'm actually assigned to a trip because of that incident. The crew that hit the bird ended up declaring emergencies on two consecutive legs (something happened the leg after the bird strike), so the FO decided he'd had enough fun and was given a day at home, so I got assigned as a replacement for two legs with the captain, who decided he was okay to continue the trip.
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Apr 27, 2014 00:27
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bunnyofdoom posted:So, on Sunday, I do my first solo long cross country from CYOW to CYGK, then onto CNL3 then back to CYOW. Should only take 2 hours. So, other thn stuff in the OP, is there anything else I should be doing (Like picking random fields for forceds if need be), or is my solo acapella renditions of various popular music songs enough to keep me sane? Always be wondering what you should be doing
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Apr 27, 2014 02:30
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Haha, that was probably a good call on his part. Sometimes, it's just not your day, or your week- and you need to know when to call it quits.
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Apr 27, 2014 02:31
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bunnyofdoom posted:So, on Sunday, I do my first solo long cross country from CYOW to CYGK, then onto CNL3 then back to CYOW. Should only take 2 hours. So, other thn stuff in the OP, is there anything else I should be doing (Like picking random fields for forceds if need be), or is my solo acapella renditions of various popular music songs enough to keep me sane? Figuring out where you'd land if there's a problem, scan for traffic, scan engine/fuel gauges, do some pilotage comparing landmarks to charts. Assuming you did a nav log and your CFI isn't letting you be a GPS pilot, calculating and recording leg times and etas and the like.
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Apr 27, 2014 02:57
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The Slaughter posted:Haha, that was probably a good call on his part. Yep. The trip started with two tires needing replacement, and when I joined it,the tug couldn't release the airplane after we pushed back, so someone had to borrow a knife from an airport ops truck to cut the tow strap and get us loose. I'm off the trip after one leg tomorrow, so hopefully that flight manages to go without a problem.
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Apr 27, 2014 03:12
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azflyboy posted:so the FO decided he'd had enough fun and was given a day at home, The Slaughter posted:Sometimes, it's just not your day, or your week- and you need to know when to call it quits. This is an option? Like F it, I don't want to work anymore on this trip?
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Apr 27, 2014 14:18
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Under such circumstances, if your chief pilot is not a dick.
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Apr 27, 2014 15:43
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Controllers involved in jarring situations could be expected to be pulled from the shift rotation as well. There's no sense leaving a frazzled and nervous person in control of lives. Depends on the situation, and the individual's response of course. It's not combat, your coworkers don't die if you take a little leave.
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Apr 27, 2014 15:46
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xaarman posted:This is an option? Like F it, I don't want to work anymore on this trip? You could just call fatigued because that's pretty much what you are. Generally speaking if your CPO or scheduling gives you any grief about calling in fatigued and the FAA finds out about it they're going to get bitch slapped pretty hard.
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Apr 27, 2014 16:22
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Rickety Cricket posted:azflyboy they finally cut you loose and you go and do something like this??? I didn't realize they're ditching the Horizon Air name. I searched for "Horizon bird strike" and couldn't find any news. I guess that means Alaska can no longer say they operate an all Boeing fleet? 
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Apr 28, 2014 01:40
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So, in good news, I got some great Xwind landing practice today. IN bad news it's cause the wind was a bit too high for me to do my solo crosscountry. It's now on Tuesday. It's literally the last step before I jump into flight test prep.
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Apr 28, 2014 01:49
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CharlesM posted:I didn't realize they're ditching the Horizon Air name. I searched for "Horizon bird strike" and couldn't find any news. I guess that means Alaska can no longer say they operate an all Boeing fleet? We're still Horizon Air (according to the callsign, uniforms, tax forms, etc...), but there was a big shift in the branding towards the Alaska name to look better to customers. One unintentional (and hilarious) side effect of the branding change was that if the ice shield on the left side of the fuselage is removed or unpainted, the airplane then reads "Alaska Ho" on the side.
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Apr 28, 2014 03:54
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That was intentional, azflyboy, so you never forget 
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Apr 28, 2014 14:35
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Oopsie:  News Link Citation runway overrun at Spruce Creek, FL. And since it'll most certainly get posted, here's a different one trying to get out of the drink on its own: https://www.youtube.com/watch?v=px8awNCvQFM EDIT: If you're wondering why the above video is 10 minutes long, trust me, it's worth watching to the end (at least through the middle.) The NTSB Factual summary on the older incident in the video: quote:NTSB Says: The Ferret King fucked around with this message at 02:44 on Apr 29, 2014 |
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Apr 29, 2014 02:14
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The Ferret King posted:
Guys, watch this video. I'll spoil it a little...you find out what happens when a jet, that is in a body of water, turns on it's engines. I saw this video years ago and it makes me smile every time I think of it.
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Apr 29, 2014 04:16
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What causes the engines to spin back up like that? The video taker called it within the first five seconds though eh? "Got a nutball".
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Apr 29, 2014 04:46
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CharlesM posted:What causes the engines to spin back up like that? The throttles on that plane double as the fuel shutoff switch also. When they're pulled back to idle, there's a physical detent that requires pulling the throttles "up and over" to move them farther back to the fuel cutoff zone. This is how they shut the engines down normally. When the NTSB inspected the aircraft after the accident, they found that the #1 (left) engine's throttle was in the cutoff position. But the #2 engine's throttle was only backed up to the idle detent, and the lever/handle had been bent. They didn't elaborate but I'm guessing the pilot was panicking and didn't properly manipulate that throttle lever over the detent, instead trying to force it and just ended up bending it. Anyway, the impact surely disrupted both engines in some way, I'm guessing they quit running on their own. But the #1 engine was cut off from getting more fuel so it stayed down. The #2 engine still had available fuel flow and it either had enough residual spin to self start, or water shorted out the starter and caused it to run. I'm just guessing here, cause the NTSB doesn't really talk about the post crash engine start, just the accident itself.
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Apr 29, 2014 05:43
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| # ? Jun 1, 2024 17:48 |
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787 type rated, possibly the youngest in North America 
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Apr 29, 2014 22:10
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