JeStar

Stop trying to explain yourself on this forum and move on. Go ahead and apply to other airlines if they washed you out. Or re take the checkride if they didn't. It isn't the end of the world. What is done is done, and you cant change the past.

hopp

I’ve lost track of how many of these approaches I’ve flown and taught. Different companies have slightly different procedures. If it is a certain MIA cargo carrier I know, they have some weird carry over ideas and no CRM program. In any case, your examiner had the authority to stop the ride, and give training on the maneuver, then re-start the ride and re-do the maneuver. I’ve done that for a few students, going back to 1988. Don’t know his reason for not doing that. He may be new himself.

This stuff seems like magic, but it’s not really. Just a different way of doing things. KEEP THIS IN MIND. No matter what type of approach it is, as soon as you realize things are not working as you expected and the airplane isn’t doing what you want, during approach or landing…GO AROUND, CALM DOWN, TALK IT OUT AND DO IT AGAIN. DON’T GET IN A HURRY.

You’ll be fine.

As you prepare yourself for the re-run, fly it again in your hotel room and say outlloud every step and everything thing you expect to see ( have a mate there to listen)

cons

The examiner is there to evaluate, not instruct. No examiner is going to do what you suggest: stop the ride, teach the manuever/procedure, then resume the ride and do said manuever/procedure all over again. With that said, you'll still get an unsat for that part of the ride. Now if the examiner wants to go above and beyond to offer instruction, that's on them...but you're not gonna get a mulligan. You're still gonna get an unsat.

JohnBurke

You were flying a VOR approach in the box, which made it an RNAV procedure, regardless of the procedure title. The FMC selected what it needed for sensors to fly the approach, but rest assured it was not merely VOR input: it was taking input from all sensors on that procedure in order to conduct the procedure, and whether it's titled as VOR or RNAV, it's still flown as a non-precision RNAV through the box. Because you had the altitude values in the legs page, and because your altitudes were set in the MCP, you had no need to re-cruise the box, especially if you were already in VNAV Path.

The only thing change to be made, and that's setting up the procedure, is if both the FAF and the prior fix are /A (above" altitudes, then the prior fix is best made a "hard" altitude. That wouldn't have changed the result in your case; you gave the FMC new guidance that was lower than the crossing fix. More importantly, you weren't just giving it another altitude, but changing the mode of the FMC.

Again, doesn't change the result. Pass the second ride and move on. You can't make the former failure go away, but you can put time and distance behind you, on a bed of successful employment and checkrides. Living well is the best revenge.

dera

What gives him an authority to pause a 121 type ride, instruct, and re evaluate) it was not AQP MV.

captjns

To those who UNSATTED… don’t dwell on the past…. The horse is dead and it ain’t getting up. Concentrate on what you need fix, retake the check.


There are so many platforms out there… Honeywell, Garmin, Universal. Collins… all have their own idiosyncrasies in their operations specific.

Extra disciplines are required in a Glass Cockpit Environment… Remember, the MCP lies and the FMA tells truth. Verbalize with confirmation from the PM FMC entries/MCP modes. Like playing chess… anticipate and verbalize your next move… required vertical and lateral modes… FMA/MCP selections.

rickair7777

IRCC correctly you can rewind and try an event again on an FAA type ride as long as it's not also an ATP ride.

I don't think the examiner can retrain the applicant, just give them another shot at what they gooned up (retraining would be as you say an AQP MV thing).

JohnBurke

What does AQP have to do with this?

Warner Scarab

So you’re saying it’s a cop out to suggest that you were deficient in an area for which you had no training?

Xdashdriver

If it’s an FAA practical test (for certificate or rating) then no redos allowed. If it was just a PC or AQP MV then one “stop.retrain.redo” is allowed for one item and the PC/MV still be considered an overall satisfactory event.