Let's see......You don't fly SOP on line, and you wonder why you have trouble in the sim doing something that you don't practice. Perhaps if you flew profiles on the line, then the sim would be EXACTLY what you would have been doing over and over and over. Worked well on your new-hire checkride, and the trouble began after you started doing something different.
Best of luck to you telling Chicago approach you need 180 knots 10 miles out, as well as hanging the gear and the flaps out when you intercept the glideslope on a 30 mile final. Please try not to freak out if they want you at 170 to the marker or something abnormal like that.
Any pilot who says they fly the SOP to the letter out on the line on every flight is lying through their teeth. You have to be able to adjust to your surroundings and you can't fly the normal profiles into a lot of airports. I wouldn't harp on the guy too much as I am sure he is probably a good F/O to fly with out on the line. Just remember, books are great, but you still gotta do some of that pilot S*** from time to time.
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"Victory shall be mine" - Stewie (Heed my words Hulie)
All these guys have good gouge, and the common theme is stay prepared all the time. After all, the "real check ride" can happen at any time and with a full boat on a hot day with a short runway.
I've been in this business 30 years as a line pilot, sim instructor, check airman and system chief. I've put in some good days in the sim, and quite frankly put in some downright pathetic days in the sim as well. The key is as these gents have said is to be confident in your abilities and maintain your calm.
Stay in the moment. You have to concentrate on what you are doing right now, but be confident your next step will be remembered and executed correctly when it's time for it. I've seen a lot of guys be so far ahead of the maneuver they royally eff up what they are doing right now. This is the hard part because you don't get to practice the emergency profiles that often. So, fly the kitchen chair, get a paper trainer on the wall, do MS flight sim with the plugin for your plane, just put as much effort into mentally flying the emergency profiles as you do studying systems for the oral.
You are going to get yelled at. Period. If they yell at you because you said "checked" instead of "set" you are doing great. If they yell at you because you crashed the sim on your third V1 cut attempt, you ain't doing so hot today.
You say the sim doesn't fly like the plane? Good, you have recognised the problem, now set up the fix. Learn what pitch/power settings you need for each maneuver and nail them. You are not in a plane, you are in a computer game. Treat it like that and you will win the game. You ain't gonna die, so relax. The maneuvers don't change and are known in advance.
There are good check airman, and there are power hungry whackos, just like on the line. If you see a set up in the making, excuse yourself from the situation, blame it on that monster buritto that perking inside if you have to, but somehow live to fight another day. Trust me, the CP knows who the Darth Vader check pilots are and will let it slide.
You say the profiles don't fit the real world? True again, but strive to be as consistant and as standard as you can be on the line. In the box we are going to load you up to the point your true line habits are going to come out, so be prepared by always striving for perfection. Heck, flying standard can become a game on the line. Bet beers on it. I owe you a brewskie for every missed call. You will either get sharp or need a new liver in no time!
Also, remember to support your partner. Teamwork is very important in the overall evaluation. CRM and AQP evals are the norm these days. Also know the FAA hot button issues, runway incursions, ATC busts, whatever trips the trigger of your POI.
Stay within the limits of your plane and clearance or say "correcting". Declare an emergency. Be stable at 1000 ft (or whatever your standard is) or go around.
I got in the box one day with a known bad a$$ ckeckairman and a new hire FO that was so nervous his hands were shaking. I briefed him to leave the APU on the whole session and turned to the check airman as we sat at the gate and calmly said I would like to declare an emergency at this time. "What's wrong?" he asked. Nothing yet, but I know something bad is going to happen pretty soon. The laughter from the check airman put my nervous partner at ease and we had a good session.
Oh, and ask around. The gouge is out there. Co-operate and graduate!
Enjoy...
Fred, the old man....
Last edited by Fred Flintstone : 12-31-2008 at 05:09 AM.
Reason: Adds & edits
Best of luck to you telling Chicago approach you need 180 knots 10 miles out, as well as hanging the gear and the flaps out when you intercept the glideslope on a 30 mile final. Please try not to freak out if they want you at 170 to the marker or something abnormal like that.
Any pilot who says they fly the SOP to the letter out on the line on every flight is lying through their teeth. You have to be able to adjust to your surroundings and you can't fly the normal profiles into a lot of airports. I wouldn't harp on the guy too much as I am sure he is probably a good F/O to fly with out on the line. Just remember, books are great, but you still gotta do some of that pilot S*** from time to time.
Every aircraft I have been in has had allowances in the profiles for ATC requested airspeeds etc. You can be "on profile" and comply with those clearances. The people that I see have the most trouble are the ones that use these things as reasons to do things other than what is required by the manuals, and don't fly the profile when they would otherwise be able to do so.
So you have to do 200+ at the hubs as per ATC.....great, what do you do when you are at a smaller airport? 200+ because you can, or the profile because that is the preferred method? All I can say is stay in the books, follow procedure as closly as able on all flights, and always work to improve. Doing these things should make checkrides a piece of cake.
Every aircraft I have been in has had allowances in the profiles for ATC requested airspeeds etc. You can be "on profile" and comply with those clearances. The people that I see have the most trouble are the ones that use these things as reasons to do things other than what is required by the manuals, and don't fly the profile when they would otherwise be able to do so.
So you have to do 200+ at the hubs as per ATC.....great, what do you do when you are at a smaller airport? 200+ because you can, or the profile because that is the preferred method? All I can say is stay in the books, follow procedure as closly as able on all flights, and always work to improve. Doing these things should make checkrides a piece of cake.
I disagree. profiles are a guideline to follow for training and are not meant to be what happens on the line. talk to your training department.
Of course you cannot follow the profiles to the Tee in the real world...not even close. But if you never do the textbook profiles, you will have trouble in the sim.
There is a military philosophy for this...
An incompetent breaks the rules because of ignorance.
A mediocre operator follows the rules blindly.
An effective operator knows the rules verbatim...so he can make conscious and informed decisions about when to break them.
Anytime I deviate from the profiles, I am thinking about what the profile says, and why I am deviating...that way I'm always in the mental habit of going through the profile points.
I disagree. profiles are a guideline to follow for training and are not meant to be what happens on the line. talk to your training department.
Absolutely...And rickair brings up a good point as well. But if you're proficient on the Line, I would think the only profile you might have trouble with is the Non-Prec. and Missed Approaches...
As far as the books go, I've seen more than a few guys brush up occasionally during cruise. Then, at least, you're getting paid for it!
Good luck. Just remember not to sweat it.
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