2 classes per month, 30 per class I believe

 

All January 200 CA is currently P15 only.

 

The FD sucks on TO. People don’t hold V2+10 to 1000AGL per the SOP. I like to take off raw data unless it’s RNAV DEP it makes you more conscious of what the plane is doing. I find it much easier to hold V2+10 to 1000 and then fly the profile. I encourage my FO’s (which usually haven’t seen raw data TO ever to do it) they almost always remark at how much easier it is the fly the plane that way. They learn more in the few flights with me about actually flying the plane then in all of OE. I only encourage them to give it a shot because I am very comfortable hand flying the plane and keep a close eye on them. Also I stress fly smooth and if they can’t fly smooth them autopilot and FD come on (rarely have I had to do that). If rev 4 says no raw data I will do what they say but for now I am going to enjoy my raw data.
Just a side note I was introduced to raw data on initial FO IOE by a wise check airman. I thank him for showing me the way.
Children of the magenta line is an worth wild YouTube search and talk. Automation is great and keeps you out of trouble but when it doesn’t work or fails at an important time I think it’s wise to actually know how to hand fly. The only way to keep those skills sharp is to actually practice when everything is working.

Ok rant over. Happy holidays. Let’s have a great 2018.

 

That’s how my OE was when I started. Hand fly when it was convienient and know how to fly without the automation. Maybe it’s changed in the past few years. I also use the button on the back of the yoke to set the speed after TO especially if the PM is busy on the radio, so maybe it’s me that’s a little different. I remember reading somewhere earlier this year that the FAA was going to put more emphasis on handflying.

 

I find it ironic that someone in the company feels the FD will make for safer takeoffs, but we are told to take it off for landing because it provides erroneous information. Psssssttt... it can do the same thing on T/O, too!

It provides a decent aimpoint for initial yoke pull, beyond that I pretty much ignore it. The same thing can be done with a smooth pitch pull to 12°, then adjust for speed. As a person who has flown for 30 years without magenta, I f don’t find the FD to be all that great of an “invention”. It can help, or it can get one into trouble. Depends on your situational awareness of other cues around you.

 

We fly pretty similarly. I prefer syncing the speed vs. depending on a busy PM spinning my speed knob for me.

I also think the PM should set climb thrust after turning the climb carats on. I always do that for my PF. They are focused on a departure, particularly if hand flying, so no need to divert their attention from the instruments. Seems silly to say “climb carats available”, then expect them to adjust throttles themselves. I can set N1 1-1.5% over current climb carats, and they don’t have to worry about thrust levers for about 20,00 feet or more.

 

Wow, that fed ride didn’t go well.

 

I’m no chuck yeager but that seems basic to me. Aim for a certain pitch angle and adjust for speed once you get there. I can only guys were getting crazy excessive pitch on TO. The PM doesn’t set the climb thrust on the 200 anymore?

 

It looks like the Fed probably got writer's cramp from that many notes.

 

I like flying the bars on T/off....Some really awesome check pilot 14 years ago said it’s a really great guidance gadget. The sooner I engage the AP...the sooner the cup of joe hits my lips. We get it dude!