Ok. . . . here's my expanding. . . JohnBurke. . . enough. . . Please!!!


Anyways . . . on MV I was a bit rusty on the SE as I haven't done it in a while. And was rusty on setting RNAV on the FMS for visual approaches (Visual. . . not an instrument approach). Ran out of time on MV. Next LCA went over techniques with me on the chalk board, really helpful techniques. Finished the MV in just 20 mins. Seat filler was an instructor as my CA called out sick. Even he complimented me "great job, you know what your doing!".

Then KV. . . weak on hydraulics, said some wrong acronyms (IDG, EDP, forgot what PACKS stood for, the hose lines in the landing gears, etc). Unsatisfactory. Retook and passed.

LOE. . . during SE (yes . . . SE is on both MV & LOE) I left the airplane uncoordinated for about 2-3 minutes in cruise. Caught it when entering the approach phase and realized "Whoops! my mistake" and corrected it. And our Vref was 150 kts to compensate SE approach and I should have idled the power sooner during flare, as I mainly flew the usual 140-130 kts Vref approach. So I floated and landed past the touch down zone. LCA gave me second attempt. I corrected all the errors but then made a different mistake. I was above the GS on the ILS. So I used FPA to increase rate of descent. I eventually caught it and landed in the touch down zone safely. However I brought us outside the stabilized approach criteria. Exceeded the maximum 1000FPM descent rate and I made the wrong decision and should have elected to "Go-Around" and try the approach again. LOE was Unsat right there. LCA made a recommendation to provide additional training to fix the gaps but the training review board denied it. So . . that was the end of it.