175 FO to 145 CA
10-26-2019, 07:24 AM
#2
Gets Weekends Off
Joined APC: Aug 2016
Posts: 195
Originally Posted by 6ix9ineYearFlow
For those of you have went from 175 FO to 145 CA --
Any pro-tips going into training and/or the line as a new captain? I'm excited about a new type but am going to miss VNAV.
Any pro-tips going into training and/or the line as a new captain? I'm excited about a new type but am going to miss VNAV.
10-26-2019, 09:25 AM
#3
Gets Weekends Off
Joined APC: May 2019
Posts: 189
Originally Posted by ParkingatMIA
After a week in the sim you’ll remember how to use the throttles again. Set the bottom altitudes on the STAR and you won’t have to worry about busting an altitude. The only things I still miss are having the occasional first class meal, being able to stand up and use the restroom, and having packs that actually cool or warm up the airplane quickly.
10-26-2019, 09:57 AM
#4
Gets Weekends Off
Joined APC: Jan 2017
Posts: 2,510
The FO is doing most of the work on the ground, but you have to make sure they are doing it correctly. Make sure you understand and can do all the stuff that the 175 does automatically and the FO does. Packs and bleeds and deice, etc.
10-26-2019, 12:00 PM
#5
Line Holder
Joined APC: Jun 2019
Posts: 65
My technique for descending via is to put top altitudes for the STAR in the FMS, bottom for the next fix in the altitude selector, and keep the VS set to a rate higher than what the FMS requires. Keeps you in the gap without having to do anything real thinking. Adjust VS as necessary on the way down to help with slowing and to avoid leveling off at each fix. No more ASAPs for busting altitudes and speeds because you didn’t know what the airplane was doing.
10-26-2019, 03:50 PM
#7
Gets Weekends Off
Joined APC: May 2016
Posts: 1,609
Originally Posted by SomePilotDude
My technique for descending via is to put top altitudes for the STAR in the FMS, bottom for the next fix in the altitude selector, and keep the VS set to a rate higher than what the FMS requires. Keeps you in the gap without having to do anything real thinking. Adjust VS as necessary on the way down to help with slowing and to avoid leveling off at each fix. No more ASAPs for busting altitudes and speeds because you didn’t know what the airplane was doing.
If you use this technique then you have to watch all fixes on the VTO.
10-26-2019, 04:03 PM
#8
Gets Weekends Off
Joined APC: Sep 2019
Posts: 413
Originally Posted by SomePilotDude
My technique for descending via is to put top altitudes for the STAR in the FMS, bottom for the next fix in the altitude selector, and keep the VS set to a rate higher than what the FMS requires. Keeps you in the gap without having to do anything real thinking. Adjust VS as necessary on the way down to help with slowing and to avoid leveling off at each fix. No more ASAPs for busting altitudes and speeds because you didn’t know what the airplane was doing.
I love to set bottoms for all fixes and get down as fast as possible for each one of them. Usually request to delete speeds until towards the end. Keeps things exciting.
10-27-2019, 07:14 AM
#9
Gets Weekends Off
Joined APC: Feb 2018
Position: Resigned
Posts: 1,547
What? Just set the bottoms, watch the altimeter and the plate while you descend. Look at VTO when your G.S. changes significantly. I know the 175 is childproof but anyone who did 1500 hrs with a student should be bored by this in normal conditions.
When it’s continuous moderate so you can’t hold onto the knobs on the FGC and American comes blasting up at you doing 6000 FPM and chases you off with an RA but ATC still wants you to make all the restrictions that’s different though. Thx Boston.
And don’t let anyone convince you to wait until 2500 FPM or something to start down. That sucks and is both unsafe and uncomfortable.
When it’s continuous moderate so you can’t hold onto the knobs on the FGC and American comes blasting up at you doing 6000 FPM and chases you off with an RA but ATC still wants you to make all the restrictions that’s different though. Thx Boston.
And don’t let anyone convince you to wait until 2500 FPM or something to start down. That sucks and is both unsafe and uncomfortable.
10-27-2019, 09:10 AM
#10
Gets Weekends Off
Joined APC: Apr 2012
Position: E-175 CA
Posts: 339
I used a technique we developed at Expressjet when we were flying the Envoy birds. Set a hard altitude at each “gate” fix between the top and bottom, with the last 2 digits the speed. Ex: between FL240 and FL200 at 290 knots, I’d set something like 22029 at that fix. Then, to get TOD to pop up, set an initial VS. Then check the VTO page for the VS required to make the next fix, and set the altitude selector for the bottom of the STAR like you would on the 175. Fly the plane with the VS knob and adjust thrust and drag for speed. Lots less noise from the altitude selector on the way down that way. Just keep an eye on your required VS and you should be golden.
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