Banner tow to RJ FO ... keeping current
05-14-2017, 11:14 AM
#1
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Joined APC: May 2017
Posts: 2,012
Banner tow to RJ FO ... keeping current
I'm a career changer with 1000TT/100 actual in various light singles. Towing banners this summer, and hoping to head toward a regional come fall.
Any thoughts on how best to keep my IFR skills polished and what particular skills are needed? I'm used to the GA IPC gotchas being partial panel, and circling approaches and what not, but I'm not sure that's the "IFR current" type stuff that's relevant for 121 training.
Any thoughts on how best to keep my IFR skills polished and what particular skills are needed? I'm used to the GA IPC gotchas being partial panel, and circling approaches and what not, but I'm not sure that's the "IFR current" type stuff that's relevant for 121 training.
05-14-2017, 03:12 PM
#4
Prime Minister/Moderator
Joined APC: Jan 2006
Position: Engines Turn Or People Swim
Posts: 39,186
Do some instrument training in a glass airplane. Practice ILS, GPS, and VOR approaches. Partial panel stuff is irrelevant.
Once you get comfortable, use flight sim software to fly something fast to get used to the speed. That will NOT teach you to fly a jet, but may help you get used to the pace of instrument ops in a jet. OK to use autopilot for that.
Once you get comfortable, use flight sim software to fly something fast to get used to the speed. That will NOT teach you to fly a jet, but may help you get used to the pace of instrument ops in a jet. OK to use autopilot for that.
05-15-2017, 10:26 AM
#6
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Joined APC: Jun 2009
Position: Embraer Systems Analyst
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Originally Posted by ZeroTT
Thanks - sounds like a flight sim will be potentially more relevant (not to mention cheaper) than real time in a single.
05-23-2017, 08:34 AM
#7
Gets Weekends Off
Joined APC: May 2014
Posts: 1,681
Originally Posted by ZeroTT
I'm a career changer with 1000TT/100 actual in various light singles. Towing banners this summer, and hoping to head toward a regional come fall.
Any thoughts on how best to keep my IFR skills polished and what particular skills are needed? I'm used to the GA IPC gotchas being partial panel, and circling approaches and what not, but I'm not sure that's the "IFR current" type stuff that's relevant for 121 training.
Any thoughts on how best to keep my IFR skills polished and what particular skills are needed? I'm used to the GA IPC gotchas being partial panel, and circling approaches and what not, but I'm not sure that's the "IFR current" type stuff that's relevant for 121 training.
I am happy to see that you understand the value of staying current!
(It will pay off, and you will have a much easier time in training.)
05-23-2017, 09:13 AM
#8
Works Weekends & It's OK
Joined APC: Sep 2015
Posts: 222
For me the biggest gottcha from banner towing was the lack of working IFR and ATC. The next big hurdle was the speed at which things happen in an RJ. It is all over comeable (new word), it just takes work. All the above advice is good!
05-24-2017, 05:38 PM
#9
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Joined APC: Jan 2013
Position: Q400, B-737
Posts: 324
Yeah, forget partial panel. What you need to be is comfortable flying IMC as fast as you can, (AP on is the norm).
Thinking far ahead of the airplane, and only slowing to configure at 2000' AGL, (for our A/C), is where you need to be.
FYI: entering the class B at 240, and 210 on downwind, then everybody spaced/slowed to 180~170 until the FAF is the norm. (I'm thinking of LAX here, for example.)
Thinking far ahead of the airplane, and only slowing to configure at 2000' AGL, (for our A/C), is where you need to be.
FYI: entering the class B at 240, and 210 on downwind, then everybody spaced/slowed to 180~170 until the FAF is the norm. (I'm thinking of LAX here, for example.)
05-27-2017, 08:39 AM
#10
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Joined APC: Oct 2013
Posts: 1,666
As a former sim instructor at a regional, the biggest skills I saw lacking in new hires were basic attitude instrument flying especially on one engine.
One of the maneuvers you will be required to demonstrate throughout training and on the type ride is a hand flown single-engine ILS down to minimums. This was the #1 failed maneuver I saw. #2 was V1 cut, and #3 was single-engine go-around. Applicants failed these maneuvers for much the same reason: lack of proficiency at hand flying on instruments with an engine out.
Practice hand flying on one engine. Climbs, descents, turns. Practice speed and configuration changes. Anything that gets you moving those thrust levers around and requires you to maintain aircraft control and coordination will be helpful.
One of the maneuvers you will be required to demonstrate throughout training and on the type ride is a hand flown single-engine ILS down to minimums. This was the #1 failed maneuver I saw. #2 was V1 cut, and #3 was single-engine go-around. Applicants failed these maneuvers for much the same reason: lack of proficiency at hand flying on instruments with an engine out.
Practice hand flying on one engine. Climbs, descents, turns. Practice speed and configuration changes. Anything that gets you moving those thrust levers around and requires you to maintain aircraft control and coordination will be helpful.
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