Ha, reading all this makes me feel so much better about jumping into my first real trip. It seems like a great group of people in the cockpit here. Hopefully joining Compass after my interview which is right around the corner. I want to be (part of) the Obi Wan to your Princess Leia.

 

This one took me way too long to get right. The name that is, really gotta get the pronunciation right or you'll hear about it on the ground.

Also, as a current FO I find it very useful to pillage the basket before each flight and save up all the fudge covered Oreos for when the captain is having a rough day. It always turns things around up front.

But in all seriousness welcome to the show. Hope you enjoy your stay as much as I have.

 

Compass has a pretty unique work group... One I haven't experienced elsewhere. The airline has its problems, of course, but one if them is definitely NOT coworkers. We are helpful, easy going, and friendly. Also a very tight group. I know several people on this board personally...and while some here can be kind of crazy we are still family.

 

Things I noticed when I was in IOE:

1. if it seems like the captain is pretty much flying you, that’s ok. It’s IOE. Easy to feel disheartened when the captain is constantly saying “if I were you, I’d ___”. That’s cool, learn all you can and take those tips with a “thank you”. It doesn’t mean you suck, you’re just new. (I had never flown a jet or an autopilot. Believe me I got a lot of ‘tips’)

2. Those easy level-vectors-to-final sim approaches are no more. You are much more ‘on your own’ for approach planning and getting to proper altitudes. Mind the cyan glideslope diamond from the ILS, even if you’re not using it yet. It’s a great cue to how you’re doing vertically. I personally never want to be above it especially if fast.

3. Make sure glideslope intercept happens. There are a million ways to screw it up (believe me I’ve screwed it up a million ways) but noticing it immediately will prevent an ugly catch-up. Pay attention to the FMA and be sure your next mode is armed. Know when it captures and how it will behave once it’s in GS mode. Scroll your MAP altitude once it’s in GS as a habit.

4. You may be used to clicking the PREV button to pull up a preview needle then setting the approach course. This is fine, BUT if you also brought up a preview needle while doing the departure brief (briefing an engine fail course), and you click the PREV button again while preparing for the approach, now you’re in LOC1, and you’ll get yellow needles at a bad time. So make sure you’re in LOC2 on the preview needle. Also if you get yellow needles, it’s not an emergency, correcting it will click the autopilot into ROLL (if you’re flying) so just reset it quickly (as you’ll probably be intercepting). Your captains have seen this and will help too.

5. Slowing or getting down - flaps 1 and boards is very effective. Flaps 2 is awkward because you can’t use boards and sometimes will have trouble slowing to flap 3 speed. It’s IOE, use the gear early or ask for advice. Don’t feel pressured to slow and configure at the last second because your captain does.

6. I came from a Cessna and thought you had to ‘catch the third wire’ with these things. Nope, you can flare all you want*. Make it smoothish at least

7. Mind load factor. If you’re closer to the low speed tapes, a turn will really make those low speed limits climb up the speed tape. Don’t be afraid to throw in Flaps 1 before making a turn, or during a turn. Be agressive if something isn’t doing what you want. Override the AP if you think nesseccary.

8. If you’re going to use boards, move the lever slowly. It grinds my gears flying with CAs that slap the lever out and let the plane lurch down. Someone in the back might be terrified of flying and there’s no reason to not fly as smooth as you can.

9. Descent planning and VNAV is very complex. Relentlessly ask your CAs about it. Learn all you can, they love to teach.

10. In IOE I kept finding these cups in the cup holders and removing them. No one told me the crime I was committing. Leave the cups!

 

Solid advice

 

To add to point 5, it seems to be best to consider adding flaps 2 only after you've slowed below 200 knots. Flaps 2 doesn't add much more drag so if you're above 200 knots and go flaps 2 you put yourself in a corner where you no longer have spoilers to slow down and you can't go to flaps 3 until you're below 200 knots. Might as well get into the flap 3 zone before even adding flaps 2. Just my 2 cents though.

 

Don't yank the plane off the ground during rotation. These birds will fly off nice n' easy. Some guys new from the schoolhouse like to leap the airplane off the runway for some reason. Be gentle with her.

 

That's exactly right, I've done it, and see lots of people do it when they're new to the plane. You slow to 205 call for flaps 2 descending through 3500. The plane does nothing, maybe even speeds up to 207, now what? So you have to use gear lol or shallow descent momentarily.

Same scenario, but you use flaps 1 +boards to get to 190. Airplane will likely hold 190 with flaps 1 just fine, but now you are good to flaps 3 so you can use 2 whenever and be alright.

I was also gonna say, pay attention to the wind on your arrivals, especially the headwind/tailwind status. A tailwind 20+ kts will start to make it hard to slow down. If you got over 40, shallow the descent ahead of time and be prepared for lots of boards. Conversely, a headwind over 30kts will make slowing to speeds very easy and most likely boards will not needed. Anticipate turns on the arrival that will make your current crosswind turn into a nasty tailwind (bayst) for example on the IRNMN.

For slowing at a fix on the descent you can:

1. Use boards 3-7miles away depending on the wind/weight

2. Change descent angle in perf unit (more appropriate for arrivals with a tailwind over 40 kts)

3. Use vs or flch 12-15 mi away from the fix to 'duck under' the profile, then shallow descent and slowdown prior to reaching the fix

4. Build a point in the box prior to the fix using the rule of thumb 1mi/5 kts

As a general rule... It is better to come down and slow down, than slow down and come down, the latter is only used when ATC specifically request this... (slow to blah blah then descend..)

 

I have a general rule of not calling for flaps 2 until I'm at 190...unless I KNOW a decent won't be an issue.

 

1. Memorize the Skywest FO creed

2. Recite it at the beginning of every trip

3. Revel in the glory that your captains will bestow upon you

4. Duck