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After 10 years of flying gliders, although with too few flights and hours in my book, I was passable at landing. I could land a glider without fear of breaking anything, but every time it left something to desire and improve. Then one spring I had my first flight of the year, my club's mandatory annual spring checkride. And the landing was unusually and surprisingly good, I really felt I got lucky with that one. But then the subsequent landings with a single seater felt about as good. And during that summer even other pilots commended me for my landings. So during the six months after my previous landing that I spent in the club's maintenance hall wrenching and polishing on gliders I somehow learned to land them.  I fear I will lose my landing skills just as mysteriously.
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Oct 3, 2021 11:17
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a patagonian cavy posted:I only nail these because I’ve been flight instructing out of the same airport for uh 1800 hours Yeah. I’ve fallen into such a pattern for our local area ops that when I do any flights out of the area I’ve got to be careful. CBJSprague24 posted:Speaking of radio calls, anyone have experience with PilotEdge? We're looking into integrating it into at least one of our Sim courses (on the Redbird) because one thing we're finding is the flight school is doing a lovely job of getting the students confident in talking on the radio even going into Instrument. Yes, I do. I wasn’t part of any of the contract negotiations but I have flown against our group of controllers and instructed students while they talk to him. We have 9 VR devices hooked up talking to one guy at once. Way more realistic than normal simulated comms. However, our students haven’t hit the plane yet so I don’t know what the efficacy will be.
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Oct 3, 2021 14:45
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https://www.youtube.com/watch?v=QW0hKowUfI0 question for the controllers 1) It seems like the controller kinda screwed up here, right? He cleared the vehicle across the two inactive runways and told it to hold short of the active runway, but then in his next call added "cross without delay, traffic on half mile final" without specifying the runway. I am not sure if "cross without delay" is one of those magic phrases that requires the runway number. Obviously the correct thing is for the vehicle to ask for clarification, but the context does make it seem like the controller is ordering them to cross the active runway, because otherwise why would there be time pressure? 2) What happens to the driver of the vehicle for this incursion? You can't exactly give a pilot deviation to the fireman. 3) What happens to the controller for saying goddamnit so many times on the air?
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Oct 3, 2021 17:36
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They both failed to communicate properly, which is why you should always cover your rear end by naming the specific runway every single time. Controller told him to cross without delay without including the runway again, which led to the initial confusion of which runway he was talking about. If Rescue 7 responded “ok crossing 18R without delay” he would have made the miscommunication noticeable to ATC before an incursion occurred. Don’t be vague, don’t assume what they mean when ATC is being vague and ALWAYS read back the runway numbers EVERY TIME. That’s my takeaway.
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Oct 3, 2021 18:03
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Rolo posted:Bad radio calls are all but certain if you give me more than 2 commands and I have thousands of hours. heh landed my first cross country in a while a couple weeks ago. 'Exit runway at a1' 'Unable', 'Exit a2, turn [8 instructions]', 'sorry, can I get progressive' e: there were actually 6 instructions, including a 'clear to cross', before I was off the runway. That dude was an rear end, right? yellowD fucked around with this message at 20:25 on Oct 3, 2021 |
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Oct 3, 2021 20:18
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yellowD posted:heh landed my first cross country in a while a couple weeks ago. 'Exit runway at a1' 'Unable', 'Exit a2, turn [8 instructions]', 'sorry, can I get progressive' You are 1000% in your rights to casually ignore all that, stop past the hold short bars, get out a notepad, and "say again"
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Oct 3, 2021 21:13
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vessbot posted:You are 1000% in your rights to casually ignore all that, stop past the hold short bars, get out a notepad, and "say again" 
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Oct 3, 2021 22:57
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yellowD posted:heh landed my first cross country in a while a couple weeks ago. 'Exit runway at a1' 'Unable', 'Exit a2, turn [8 instructions]', 'sorry, can I get progressive' vessbot posted:You are 1000% in your rights to casually ignore all that, stop past the hold short bars, get out a notepad, and "say again" Vessbot nailed it in one, but as long as the controller wasn’t being a dick about it, they’re trying to move traffic around too and may have just been trying to get you moving for someone else. Basically, if you can safely comply with a control instruction, try to do it, because it’s probably not going to be apparent to you why it’s being issued, but unable is unable, and for the love of god as mentioned above it you’re unsure, don’t guess.
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Oct 3, 2021 23:14
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vessbot posted:You are 1000% in your rights to casually ignore all that, stop past the hold short bars, get out a notepad, and "say again" Dallas Love tower guys love to do a variation of this while we're rolling out and around 100 knots and still slowing: Dallas Tower: Southwest 69 turn right mike seven mike bravo as;dlfjk;sldfjadls; contact ground point seven. Me:.... Dallas Tower: Southwest 69 did you copy? Me, agitated, still about 60 knots ground speed: still landing, standby. Dallas Tower:.... Me, after exiting the runway and completing the after landing flow: Southwest 69, what did you say? Dallas Tower: Contact ground point seven good day. Me: 
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Oct 4, 2021 04:42
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[quote="Bob A Feet" post="518204245" Yes, I do. I wasn’t part of any of the contract negotiations but I have flown against our group of controllers and instructed students while they talk to him. We have 9 VR devices hooked up talking to one guy at once. Way more realistic than normal simulated comms. However, our students haven’t hit the plane yet so I don’t know what the efficacy will be. [/quote] Tell me more about this?
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Oct 4, 2021 18:43
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Tbh, I don’t do any simming or VRing, so up until a few months ago I had no idea what pilot edge was. I’m a navy flight instructor and we are attempting to integrate VR (via steam VR and p3d) into our training regimin. We have some pretty solid models of the T-6B we fly and have recently integrated pilot edge to give it a realer feel comms wise. I think VR has some huge quirks to work out and still needs some time in the oven overall but it’s been a fun training experience. We’ll see how the kids were training are once they get into the plane.
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Oct 5, 2021 03:24
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In our case, the word has started to circulate that radio comms, especially in controlled airspace, are sorely lacking in our flight students as they start the instrument rating. What we (I and my former Citation drivin' colleague) are looking to do is tie existing Redbird training, of which the students get 16 hours (16 week semesters, which might turn into 2 hour sessions over 8 weeks), in with PilotEdge so they can better get the hang of talking to actual controllers while in a somewhat sterile environment. We're thinking of trying to incorporate some of their quickie flights into our curriculum so everybody is on the same page. We might also tie it into a class which uses advanced software replicating the A320 (and taught by an ex-US/AA captain who hand chose the airframe because it's the one he has the most time in) to teach advanced navigation procedures. E- TL;DR- we want to use it so the kids can learn how to talk good in slow planes and maybe fast ones as well. Given some of the bitch work we've had to do on another initiative recently, I'm a ready, willing, and eager Guinea pig to sit in the sim for a bit. Sign me tf up. 
CBJSprague24 fucked around with this message at 05:27 on Oct 5, 2021 |
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Oct 5, 2021 05:19
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Someone at the airport today had a really nice Cessna jacket and I spent a few minutes trying to find it online, then tonight I get hit with this ad: Now I want this too.
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Oct 6, 2021 00:38
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turbulents posted:Congrats on the offers! As someone still doing research about a pilot career, the ATP-Frontier program sounds interesting. How selective is it? I was leaning towards flight schools besides ATP, but if the chances of landing at Frontier at 1500 hours are good (and only possible through ATP?), I might have to consider it. It’s pretty competitive. ATP will only recommend current instructors in good standing who preferably have taken at least one “advanced instructor” role: things like multiengine instructor, lead instructor, TAA instructor, et al. They’ll give you some interview prep and help you nail the application process. I think ATP has moved about 20 instructors to Frontier this way since the program started. From what I know, Frontier only has this interview program with ATP. It’s a cool opportunity but having to pay another 18k out of pocket is a tough sell to me. Granted that you only attend the “enhanced CTP” after you pass the interview but it’s still a conditional job offer and you could be left high and dry. I haven’t heard of anyone getting screwed over but I’m sure circulating news like that would be highly discouraged. The program does seem to be gaining traction, so it could be better and more accessible in the 1.5-2 years or so when it’ll really matter to you.
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Oct 6, 2021 20:22
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cigaw posted:Oh hey, missed this one! seems faster and easier to leave ATP go to a regional and then waltz into Frontier recruitment a year later.
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Oct 6, 2021 20:35
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Friend in new hire class at AA had the pilot hiring guy in on day one and said they were planning on running a class of 45 every week in 2022. 2340 pilots in one year. My airline is rumored to be gunning for 1800. You'll get your chance at the big leagues, save your 18k and let frontier, spirit and even United and delta come begging in a year or two.
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Oct 6, 2021 21:30
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Animal posted:seems faster and easier to leave ATP go to a regional and then waltz into Frontier recruitment a year later. Arson Daily posted:Friend in new hire class at AA had the pilot hiring guy in on day one and said they were planning on running a class of 45 every week in 2022. 2340 pilots in one year. My airline is rumored to be gunning for 1800. You'll get your chance at the big leagues, save your 18k and let frontier, spirit and even United and delta come begging in a year or two. In other news, wife and I are trying to figure out the whole SkyWest vs Endeavor thing and it was basically coming down to “are we moving or staying in the west coast for now?”, especially since both class dates were in March. Now Endeavor is interested in moving my class date to Feb or even Jan. This is not a bad problem to have, but it does throw a wrench in the works. An extra 1-2 months of seniority sounds nice but I’m not sure how much to weigh it in the grand scheme of things. cigaw fucked around with this message at 22:20 on Oct 6, 2021 |
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Oct 6, 2021 22:10
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No guarantees in the regionals but go to where you can live in base and where you think you can get the quickest upgrade. Everything else will sort itself out.
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Oct 7, 2021 00:16
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Two Kings posted:No guarantees in the regionals but go to where you can live in base and where you think you can get the quickest upgrade. Everything else will sort itself out. Living in base is key to making the regionals okayish
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Oct 7, 2021 00:21
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Holy poo poo the entire southeast is hosed today. I’m sorry to anyone that was on my frequency while I was panic-holding everyone.
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Oct 8, 2021 19:08
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Got JA'd on my wedding anniversary let's gooooo
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Oct 11, 2021 05:34
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Why would you ever answer your phone on your day off?
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Oct 11, 2021 05:53
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Because I was at work at the time duh
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Oct 11, 2021 06:11
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Crossposted from Cold War thread in TFR (edited for relevancy).TheFluff posted:<snip>
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Oct 11, 2021 18:40
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This is a very common pop understanding, but it's not really correct. Negative static stability isn't generally beneficial; the hypothetical ideal aircraft has perfectly neutral static stability at any alpha (but this is of course aerodynamically impossible). Any control surface deflection causes extra drag, which is something you don't want, and the stronger your negative static stability, the more you have to deflect the control surfaces to stop the alpha from increasing. It's the exact same thing as with positive stability but working in the other direction - instead of wanting to return to a stable attitude, the plane wants to flip over, and in both cases you need a constant control surface deflection to keep it at any given attitude, in one direction or the other. On paper it would seem like negative static stability could be beneficial in the sense that it could make attitude changes faster (since they become self-reinforcing feedback loops), but in practice this is not the case, because you run into rate limits on the control surfaces - you can easily make an aircraft with strong negative static stability capable of attitude changes that accelerate so quickly that the control surfaces cannot physically be moved fast enough to counteract them. You just need a tiny little control surface deflection to start the maneuver but then you immediately need a bigger deflection in the other direction to prevent it from immediately going out of control.
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That was a pretty cool thing to learn, though I am not sure how it's relevant to griping about working at a regional airline.
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Oct 11, 2021 20:38
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Arson Daily posted:Because I was at work at the time duh Wtf, I don't answer the phone at work. Is that a contractual obligation or something?
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Oct 12, 2021 00:21
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counterpoint: the X-29 looked loving rad so it’s impossible to say whether it was good or not
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Oct 12, 2021 00:32
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Rekinom posted:Wtf, I don't answer the phone at work. Is that a contractual obligation or something? They can get you with ACARS while you’re flying or even have someone waiting for you when you arrive at the gate. They’ll even call the other pilot to ask where you are. Some pilots only give the company a home phone number because often you’re not required to have a cell phone because the airline doesn’t pay for one for you.
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Oct 12, 2021 01:24
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Two Kings posted:They can get you with ACARS while you’re flying or even have someone waiting for you when you arrive at the gate. They’ll even call the other pilot to ask where you are. Some pilots only give the company a home phone number because often you’re not required to have a cell phone because the airline doesn’t pay for one for you. It’s spelled out in our contract the only ways we can be contacted and just lol if they think going to respond to any other method if I’m likely going to be hosed over by a given situation.
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Oct 12, 2021 02:57
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Rekinom posted:Wtf, I don't answer the phone at work. Is that a contractual obligation or something? We're required to be contactable for 30 mins after block in. Plus there was a note on the In/On sheet they give us to call scheduling plus the ops agent told me to call scheduling plus they blew up my phone repeatedly plus plus plus....So I didn't have much choice other than to talk to them. jokes on them though I'm calling off sick my next two trips.
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Oct 12, 2021 03:08
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spite callouts
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Oct 12, 2021 03:10
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The Challenger I’m flying doesn’t give radio altitude calls below 1000. Looks like I have to start learning the sight picture uggghhhh!
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Oct 12, 2021 12:58
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babyeatingpsychopath posted:Crossposted from Cold War thread in TFR (edited for relevancy). Thanks for this! I've probably been guilty of passing off the same sound byte...
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Oct 12, 2021 16:00
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vessbot posted:Thanks for this! I've probably been guilty of passing off the same sound byte... Sure. I know I got into x-29 aerodynamics back in the day, but the only thing I took away from it was "negative stability bad." I knew that modern fighters were described as having "relaxed static stability" and that was conflated with "negative static stability" but wasn't sure why that was a bad thing. The analogy I got from the F-117 pilot was that "relaxed stability" was like having one of those tilty marble maze games, except without a maze. You could turn the table, and the marble would roll faster and faster, but then you tilt it back and the marble keeps doing what it was doing. To continue the analogy from above, positive stability is a marble in a bowl. Tilting the bowl moves the marble, but doing nothing, the bowl sits flat and the marble moves back to the bottom. Negative stability is the bowl upside down. Even if you don't do anything, the marble falls off (slowly at first); tilting the bowl means you gotta be really really fast to keep the marble from falling off. "Relaxed" stability is a very shallow bowl with a wide, flat bottom. The marble may wander around a little, but it's easy to tilt the bowl to get it back to the middle. Either positive or negative, really. If positive, then getting to the end of your control limits means the aircraft tries to fly back to normal, if negative, then getting to the end of your controls means the thing tumbles out of control. The MD-11 was designed with negative longitudinal stability and had a very aft CG. Tail-standing them still isn't super uncommon if they're loaded wrong. One of the first incidents was one of the pilots inducing an incredibly strong and rapid pitch at climbout, and there was not enough control authority left to recover. That got the SAS system a thorough going-through at the urging of the FAA.
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Oct 13, 2021 01:36
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Kinda wild how the faa and other world aviation authorities certifies transport category airplanes with strange and sometimes not well understood aerodynamic characteristics and then allows your average line pilots to act as test pilots.
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Oct 13, 2021 01:43
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Rolo posted:The Challenger I’m flying doesn’t give radio altitude calls below 1000. Other than TAWS, what use does a RA system that doesn't alert below 1000agl have? Obviously, no Cat 2/3.
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Oct 19, 2021 22:30
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Even if it doesn't give callouts there's probably still an RA display somewhere. Also some systems (e.g. ground spoilers) use RA as a backup to weight on wheels in determining if the aircraft is on the ground or flying.
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Oct 19, 2021 22:54
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ausgezeichnet posted:Other than TAWS, what use does a RA system that doesn't alert below 1000agl have? Obviously, no Cat 2/3. By 'calls' he meant the helpful ones that tell you how high you are off the ground for general awaress (1000, 500), and pre-flare and flare help (50, 40, 30...). Other than having those, RA uses are: - TAWS/GPWS (as you said) - "are we flying?" input to other systems (arming ground spoilers, anti-skid, maybe auto brakes? I dunno) as KodiakRS said - height display (and "minimums" call) for Cat II/III approaches, which need more precision than the barometric-based Cat I vessbot fucked around with this message at 23:23 on Oct 19, 2021 |
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Oct 19, 2021 23:04
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MrYenko posted:Holy poo poo the entire southeast is hosed today. I’m sorry to anyone that was on my frequency while I was panic-holding everyone. I've been away for a bit but just saw the date on this post, that's the day we had to divert on EWR-MIA to RSW! woopsiedaisies. Yeah, not fun. Wonder if we chatted!
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Oct 20, 2021 06:13
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Rolo posted:The Challenger I’m flying doesn’t give radio altitude calls below 1000. Which altitudes are voiced ("Mode 6") is a configurable option on the GPWS. All GPWS voice callouts and other audio are generated from the LRU unless you're flying something new and fancy. A CL600 should be able to do all the normal callouts if some pins are reprogrammed on the LRU.
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Oct 20, 2021 07:50
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