If you could make a change???
04-09-2020, 09:33 PM
#91
Line Holder
Joined APC: Mar 2020
Posts: 51
Please quit climbing below 0.77 or 0.78 up at FL360+ or near whatever your max altitude is that day for the weight. I know the CFM says otherwise, but CFR 91.3 says PIC has final authority(which I’m expected to get S%*t for saying by some of you) and climbing at an airspeed below the min holding speed given to you on the ACARS is just asking for trouble
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04-10-2020, 06:04 AM
#92
Gets Weekends Off
Joined APC: Jul 2017
Position: CRJ9 CA
Posts: 4,083
Originally Posted by Jleep75
Please quit climbing below 0.77 or 0.78 up at FL360+ or near whatever your max altitude is that day for the weight. I know the CFM says otherwise, but CFR 91.3 says PIC has final authority(which I’m expected to get S%*t for saying by some of you) and climbing at an airspeed below the min holding speed given to you on the ACARS is just asking for trouble
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04-10-2020, 06:06 PM
#93
Line Holder
Joined APC: Feb 2018
Posts: 28
2. I’d love to see an answer on that!
3. This is how we did it last time I flew out of DRO. ODP off 21 at DRO. We can’t directly load the ODP, but we are going to MARKE. Enter the intersection. And enter DRO in L2. After takeoff the FMS will sequence DRO to L1. If you are flying heading 280, and go into NAV mode you will intersect the 235 Radial (which is DRO-MARKE)
And from p 4.75 of the CFM, Speed mode vs VS or pitch.
The climb profile should be flown in speed mode. Climb in vertical speed mode should be used only if necessary.
I read that as climbing in speed mode usually, but there will be times when you need VS mode, if the plane is porpoising, or if you are above 30,000 feet and the plane wants to climb at above 1,500 fpm (see the Differential Pressure caution in the QRH).
3. This is how we did it last time I flew out of DRO. ODP off 21 at DRO. We can’t directly load the ODP, but we are going to MARKE. Enter the intersection. And enter DRO in L2. After takeoff the FMS will sequence DRO to L1. If you are flying heading 280, and go into NAV mode you will intersect the 235 Radial (which is DRO-MARKE)
And from p 4.75 of the CFM, Speed mode vs VS or pitch.
The climb profile should be flown in speed mode. Climb in vertical speed mode should be used only if necessary.
I read that as climbing in speed mode usually, but there will be times when you need VS mode, if the plane is porpoising, or if you are above 30,000 feet and the plane wants to climb at above 1,500 fpm (see the Differential Pressure caution in the QRH).
Originally Posted by MysteriousMrX
I would change.. TRAINING DEFICIENCIES.
I understand, in initial training, the goal is to pass the check ride. But, after that, there are major things that should be addressed. Perhaps on IOE?
A couple that come to mind (and keep in mind, maybe it *was* taught, but when all of this is new to you, some things just don't get into the brain the first go-around)
1. CANPA approaches (canpa, not "campa" as some say LOL) - first of all, why is this preferred compared to the "dive and drive" method? But anyway, at NO time (in my memory) during training, or during recurrent for that matter, was the whole "predictive monitoring" technique EVER discussed. So on a line check somewhat recently, neither the CA or myself entered the intermediate fix (I think it was 26 at LBB?) . the check airmen was not overly amused that *neither* of us had ever been taught that. .. question: Some approaches don't have an intermediate fix to enter - do we just do predictive monitoring off the FAF behind us ?
2. The RNO complex-special. How do you even set that up in the FMS?? I've heard some people talk about it but considering it's a regular destination for us, and is exactly as it sounds (complex) you'd think it'd be addressed.
3. as discussed earlier, the ODP out of Durango. The way I read the regs and ops-specs, it's absolutely required, at least until making contact with Denver center. But - how do you set it up in the FMS? Let's say you're going off of 21 and the filed route is DRO to Victor whatever to PNH, etc. But the ODP says you fly a 285 heading (I think, i don't have the chart in front of me) and intercept a radial off of DRO to Marke intersection, I believe it's called. First, how do you set that up in the FMS?? Add Marke and put DRO in the fix page with a radial intercept?? Then... how do you tell the FMS to turn to DRO to proceed, in case you couldn't get ahold of Denver? How does it know right or left turn? Does it matter??
Stuff like that - and in AQP, instead of cramming in a 10-hour classroom day starting at 0-dark thirty, give us 2 days, and open it up for discussion where we can discuss things we have questions about. And if somebody thinks it's a stupid question, find a way to allow for anonymous submission ?
Lastly; I think an (anonymous) report every couple of months from the check airmen, discussing things (trends) they've noticed online. the check airman who talked to us about the CANPA- mess-up said barely 75% do it right.. That's incredibly bad!!! And speaks to a major deficiency in training!
And also, discussion about incidents that have happened that we could all learn something from (I know there's ASAP reports you can read, but that doesn't usually give you much to learn from) .. we nearly had a crew slam into a mountain in MRY and what they did wrong is useful information to all as to how to avoid a similar situation. But most people don't even know about the incident; I only heard from the check airman as we were in cruise flight.
just my 2c.. and if anyone can answer those questions above, it's appreciated!
I understand, in initial training, the goal is to pass the check ride. But, after that, there are major things that should be addressed. Perhaps on IOE?
A couple that come to mind (and keep in mind, maybe it *was* taught, but when all of this is new to you, some things just don't get into the brain the first go-around)
1. CANPA approaches (canpa, not "campa" as some say LOL) - first of all, why is this preferred compared to the "dive and drive" method? But anyway, at NO time (in my memory) during training, or during recurrent for that matter, was the whole "predictive monitoring" technique EVER discussed. So on a line check somewhat recently, neither the CA or myself entered the intermediate fix (I think it was 26 at LBB?) . the check airmen was not overly amused that *neither* of us had ever been taught that. .. question: Some approaches don't have an intermediate fix to enter - do we just do predictive monitoring off the FAF behind us ?
2. The RNO complex-special. How do you even set that up in the FMS?? I've heard some people talk about it but considering it's a regular destination for us, and is exactly as it sounds (complex) you'd think it'd be addressed.
3. as discussed earlier, the ODP out of Durango. The way I read the regs and ops-specs, it's absolutely required, at least until making contact with Denver center. But - how do you set it up in the FMS? Let's say you're going off of 21 and the filed route is DRO to Victor whatever to PNH, etc. But the ODP says you fly a 285 heading (I think, i don't have the chart in front of me) and intercept a radial off of DRO to Marke intersection, I believe it's called. First, how do you set that up in the FMS?? Add Marke and put DRO in the fix page with a radial intercept?? Then... how do you tell the FMS to turn to DRO to proceed, in case you couldn't get ahold of Denver? How does it know right or left turn? Does it matter??
Stuff like that - and in AQP, instead of cramming in a 10-hour classroom day starting at 0-dark thirty, give us 2 days, and open it up for discussion where we can discuss things we have questions about. And if somebody thinks it's a stupid question, find a way to allow for anonymous submission ?
Lastly; I think an (anonymous) report every couple of months from the check airmen, discussing things (trends) they've noticed online. the check airman who talked to us about the CANPA- mess-up said barely 75% do it right.. That's incredibly bad!!! And speaks to a major deficiency in training!
And also, discussion about incidents that have happened that we could all learn something from (I know there's ASAP reports you can read, but that doesn't usually give you much to learn from) .. we nearly had a crew slam into a mountain in MRY and what they did wrong is useful information to all as to how to avoid a similar situation. But most people don't even know about the incident; I only heard from the check airman as we were in cruise flight.
just my 2c.. and if anyone can answer those questions above, it's appreciated!
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