Envoy 2019
02-06-2019 | 11:38 AM
#371
In a land of unicorns
Joined: Apr 2014
Posts: 7,072
Likes: 102
From: Whale FO
I can’t tell you how often I hear guys tell me they were told from the school house “don’t worry you’ll learn that on IOE”. When in reality it should of been covered well before IOE. Other than the school house check airman and non-psi sim instructors the instructors themselves don’t know much about any of that material. The last line of defense is the line check airman, and by the sounds of it you might of got a raw deal being shown that material in depth. I can assure you the LCA I know personally and myself cover it in detail.
We had a few PSIs doing IPTs and they were absolutely useless garbage, feeding us wrong information and teaching wrong procedures and if they didn't know an answer, they made some sh*t up.
Both of our sim instructors who are also check airmen and line pilots, have been fantastic.
02-06-2019 | 11:57 AM
#373
Gets Weekends Off
Joined: Nov 2016
Posts: 2,607
Likes: 12
Can't look it up at the moment but I believe it must start no early than original trip and can end up to 3 hours later. It's something along those lines. Contract is pretty clear on it if you look it up.
02-06-2019 | 12:13 PM
#374
Gets Weekends Off
Joined: Nov 2006
Posts: 136
Likes: 0
Alright, I'm going to get preachy here, (I'll apologize in advance) but I get so tired of arrogant posts like those on the previous page. Those of you that think you know something about performance because you know AOM1/FM1 well are fooling yourselves.
If you want to know something about performance, read AC 91-79a. That will get you the most basic information you need. Then you need to read Part 25 requirements and AC25-7D Chapter 4 (although the whole thing is good to know), AC 25-32, SAFO 16009 and EASA certification/peroformance requirements. A lot of what Embraer does is to comply with EASA rules. You especially want to spend time on EASA's contaminated runway takeoff and landing information. All of that will give you the background information in AC 91-79a that will help you to understand why AC 91-79a teaches what it teaches.
If you do all that, you'll start to understand why we do what we do and why AOM1/FM1 says what it says. AOM1/FM1 only tells you how to comply with all the above. But if you don't know what you are complying with, you won't have the urgency to do what is necessary. That is when we start to see floating and carrying extra speed along with minimal brake usage. Also, if you know the information in the documents above, you might start catching all the mistakes our dispatchers make. I've filed at least 4 ASAPs for improper performance calculations over the last year. Just looking at the TPS is not enough. Dispatchers are like FO's, they are there to kill you.
Did you ever wonder why you rarely see a mainline pilot float to get a "greaser"? I get it is part of the development of a young pilot to think a good landing is a soft landing. And maybe I'm short cutting pilots that work here by trying to teach them this stuff instead of letting them figure it out for themselves. But every landing, every time needs to be on the 1000 foot marker at Vref-x. You can solve for x if you read AC25-7D.
Passengers and Flight Attendants do not define a good landing. Stop listening to their opinions. They are not the experts.
Ok, maybe it was a lot preachy. I'm sorry about that, but not about the information.
If you want to know something about performance, read AC 91-79a. That will get you the most basic information you need. Then you need to read Part 25 requirements and AC25-7D Chapter 4 (although the whole thing is good to know), AC 25-32, SAFO 16009 and EASA certification/peroformance requirements. A lot of what Embraer does is to comply with EASA rules. You especially want to spend time on EASA's contaminated runway takeoff and landing information. All of that will give you the background information in AC 91-79a that will help you to understand why AC 91-79a teaches what it teaches.
If you do all that, you'll start to understand why we do what we do and why AOM1/FM1 says what it says. AOM1/FM1 only tells you how to comply with all the above. But if you don't know what you are complying with, you won't have the urgency to do what is necessary. That is when we start to see floating and carrying extra speed along with minimal brake usage. Also, if you know the information in the documents above, you might start catching all the mistakes our dispatchers make. I've filed at least 4 ASAPs for improper performance calculations over the last year. Just looking at the TPS is not enough. Dispatchers are like FO's, they are there to kill you.
Did you ever wonder why you rarely see a mainline pilot float to get a "greaser"? I get it is part of the development of a young pilot to think a good landing is a soft landing. And maybe I'm short cutting pilots that work here by trying to teach them this stuff instead of letting them figure it out for themselves. But every landing, every time needs to be on the 1000 foot marker at Vref-x. You can solve for x if you read AC25-7D.
Passengers and Flight Attendants do not define a good landing. Stop listening to their opinions. They are not the experts.
Ok, maybe it was a lot preachy. I'm sorry about that, but not about the information.
02-06-2019 | 12:39 PM
#375
Gets Weekends Off
Joined: Jan 2017
Posts: 190
Likes: 0
Alright, I'm going to get preachy here, (I'll apologize in advance) but I get so tired of arrogant posts like those on the previous page. Those of you that think you know something about performance because you know AOM1/FM1 well are fooling yourselves.
If you want to know something about performance, read AC 91-79a. That will get you the most basic information you need. Then you need to read Part 25 requirements and AC25-7D Chapter 4 (although the whole thing is good to know), AC 25-32, SAFO 16009 and EASA certification/peroformance requirements. A lot of what Embraer does is to comply with EASA rules. You especially want to spend time on EASA's contaminated runway takeoff and landing information. All of that will give you the background information in AC 91-79a that will help you to understand why AC 91-79a teaches what it teaches.
If you do all that, you'll start to understand why we do what we do and why AOM1/FM1 says what it says. AOM1/FM1 only tells you how to comply with all the above. But if you don't know what you are complying with, you won't have the urgency to do what is necessary. That is when we start to see floating and carrying extra speed along with minimal brake usage. Also, if you know the information in the documents above, you might start catching all the mistakes our dispatchers make. I've filed at least 4 ASAPs for improper performance calculations over the last year. Just looking at the TPS is not enough. Dispatchers are like FO's, they are there to kill you.
Did you ever wonder why you rarely see a mainline pilot float to get a "greaser"? I get it is part of the development of a young pilot to think a good landing is a soft landing. And maybe I'm short cutting pilots that work here by trying to teach them this stuff instead of letting them figure it out for themselves. But every landing, every time needs to be on the 1000 foot marker at Vref-x. You can solve for x if you read AC25-7D.
Passengers and Flight Attendants do not define a good landing. Stop listening to their opinions. They are not the experts.
Ok, maybe it was a lot preachy. I'm sorry about that, but not about the information.
If you want to know something about performance, read AC 91-79a. That will get you the most basic information you need. Then you need to read Part 25 requirements and AC25-7D Chapter 4 (although the whole thing is good to know), AC 25-32, SAFO 16009 and EASA certification/peroformance requirements. A lot of what Embraer does is to comply with EASA rules. You especially want to spend time on EASA's contaminated runway takeoff and landing information. All of that will give you the background information in AC 91-79a that will help you to understand why AC 91-79a teaches what it teaches.
If you do all that, you'll start to understand why we do what we do and why AOM1/FM1 says what it says. AOM1/FM1 only tells you how to comply with all the above. But if you don't know what you are complying with, you won't have the urgency to do what is necessary. That is when we start to see floating and carrying extra speed along with minimal brake usage. Also, if you know the information in the documents above, you might start catching all the mistakes our dispatchers make. I've filed at least 4 ASAPs for improper performance calculations over the last year. Just looking at the TPS is not enough. Dispatchers are like FO's, they are there to kill you.
Did you ever wonder why you rarely see a mainline pilot float to get a "greaser"? I get it is part of the development of a young pilot to think a good landing is a soft landing. And maybe I'm short cutting pilots that work here by trying to teach them this stuff instead of letting them figure it out for themselves. But every landing, every time needs to be on the 1000 foot marker at Vref-x. You can solve for x if you read AC25-7D.
Passengers and Flight Attendants do not define a good landing. Stop listening to their opinions. They are not the experts.
Ok, maybe it was a lot preachy. I'm sorry about that, but not about the information.
02-06-2019 | 12:44 PM
#376
Gets Weekends Off
Joined: Sep 2017
Posts: 177
Likes: 0
Yes sir I looked it up, 3 hours max. I was given something past that mark so I called CS and they fixed it.
02-06-2019 | 02:23 PM
#378
Gets Weekends Off
Joined: Apr 2013
Posts: 468
Likes: 0
Alright, I'm going to get preachy here, (I'll apologize in advance) but I get so tired of arrogant posts like those on the previous page. Those of you that think you know something about performance because you know AOM1/FM1 well are fooling yourselves.
If you want to know something about performance, read AC 91-79a. That will get you the most basic information you need. Then you need to read Part 25 requirements and AC25-7D Chapter 4 (although the whole thing is good to know), AC 25-32, SAFO 16009 and EASA certification/peroformance requirements. A lot of what Embraer does is to comply with EASA rules. You especially want to spend time on EASA's contaminated runway takeoff and landing information. All of that will give you the background information in AC 91-79a that will help you to understand why AC 91-79a teaches what it teaches.
If you do all that, you'll start to understand why we do what we do and why AOM1/FM1 says what it says. AOM1/FM1 only tells you how to comply with all the above. But if you don't know what you are complying with, you won't have the urgency to do what is necessary. That is when we start to see floating and carrying extra speed along with minimal brake usage. Also, if you know the information in the documents above, you might start catching all the mistakes our dispatchers make. I've filed at least 4 ASAPs for improper performance calculations over the last year. Just looking at the TPS is not enough. Dispatchers are like FO's, they are there to kill you.
Did you ever wonder why you rarely see a mainline pilot float to get a "greaser"? I get it is part of the development of a young pilot to think a good landing is a soft landing. And maybe I'm short cutting pilots that work here by trying to teach them this stuff instead of letting them figure it out for themselves. But every landing, every time needs to be on the 1000 foot marker at Vref-x. You can solve for x if you read AC25-7D.
Passengers and Flight Attendants do not define a good landing. Stop listening to their opinions. They are not the experts.
Ok, maybe it was a lot preachy. I'm sorry about that, but not about the information.
If you want to know something about performance, read AC 91-79a. That will get you the most basic information you need. Then you need to read Part 25 requirements and AC25-7D Chapter 4 (although the whole thing is good to know), AC 25-32, SAFO 16009 and EASA certification/peroformance requirements. A lot of what Embraer does is to comply with EASA rules. You especially want to spend time on EASA's contaminated runway takeoff and landing information. All of that will give you the background information in AC 91-79a that will help you to understand why AC 91-79a teaches what it teaches.
If you do all that, you'll start to understand why we do what we do and why AOM1/FM1 says what it says. AOM1/FM1 only tells you how to comply with all the above. But if you don't know what you are complying with, you won't have the urgency to do what is necessary. That is when we start to see floating and carrying extra speed along with minimal brake usage. Also, if you know the information in the documents above, you might start catching all the mistakes our dispatchers make. I've filed at least 4 ASAPs for improper performance calculations over the last year. Just looking at the TPS is not enough. Dispatchers are like FO's, they are there to kill you.
Did you ever wonder why you rarely see a mainline pilot float to get a "greaser"? I get it is part of the development of a young pilot to think a good landing is a soft landing. And maybe I'm short cutting pilots that work here by trying to teach them this stuff instead of letting them figure it out for themselves. But every landing, every time needs to be on the 1000 foot marker at Vref-x. You can solve for x if you read AC25-7D.
Passengers and Flight Attendants do not define a good landing. Stop listening to their opinions. They are not the experts.
Ok, maybe it was a lot preachy. I'm sorry about that, but not about the information.
Last edited by SkylineAviation; 02-06-2019 at 02:42 PM.
02-06-2019 | 07:43 PM
#380
Line Holder
Joined: Dec 2016
Posts: 1,073
Likes: 2
No. That's the step after that. There is about 150 pilots that flow at 15/mo or 35% of the class. After that is the however many on the list formula, but 25% of the class.
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