I don't know about other ERJ operators but our SOP is to take off in the TO sub-mode with HDG and low-bank selected. So, yes you almost always take off in heading mode with the runway heading bugged. I've flown with one or two who like to take off in ROL mode then select HDG at acceleration height or whenever they want to make the turn with the heading already selected so that all you have to do is hit the HDG button and don't have to spin the bug to the assigned heading.

Personally, I think having HDG selected at takeoff works great for 2-engine departures and its less button pushing (meaning chances of hitting the wrong button in your haste) if you bag an engine going off a runway with an engine-out special departure procedure. Nothing like being buttholes and elbows at 500 feet AND having to fight with the FMC panel I'm sure there are some guys out there *cough* ExperimentalAB *cough* who would kickoff the FD and yell "yehaw, we's going for a ride!" but I prefer a little help from the FD so I can free up some brain bytes.

 

We're the same way...TO submode heading low bank. There's exceptions to it, but none of them include ROL mode.

The CRJ is a lil' different though. You have a TO lateral mode that basically maintains whatever heading you were on when you lifted off and maintains that until you select something different. We also lift off in white needles (that's pink needles for you 145 guys) so you can't twist in the departure heading with the course selector since it's coupled to the FMS.

I was always a big fan of the scratchpad for departure headings. I also use it for long taxi clearances (i.e. "Taxi Alpha Echo Romeo hold short of 22R" would get put into the scratchpad AER//22R).

 

I use the scratchpad for taxi instructions.
The heading bug is ALWAYS runway heading for the departure runway. If my clearance or the SID require a turn after T/O, I use the course selector in green needles to bug the heading as a reminder.

 

on the general topic, i wish the guy luck. i would agree with some people and say maby 121 is out of reach but i hope he gets well and gets to do some GA flying for the rest of his life.

On the topic of the heading on TO, XJ trains us to always have the runway heading set before TO. if we get a turnout or have a special engine out, i like to write it in the scratchpad or make a note of it on the TOLD card. i don't like using heading sinc on the ground. twisting it in makes sure we're where we're supposed to be.

overall, i think that i do realize how much responsibility i/we have when we fly people and their families around. i think that thought is important and without it we are setting ourselves up to be to comfortable at our job. when we get to comfortable we lose our focus and when that happens, we know what can happen. i just think that we all have alot of responsibility and that sometimes we forget about it.


fly safe

 

yeah that's how you would try to type it, but it would come out as AAEEERR////222RR

 

Very true on Collins. Not a problem on Honeywell boxes though. (one of its few redeeming qualities)

 

LoL, but that would require the FD to be up in the first place

 

He made a mistake that cost a whole plane load of people their lives. He deserves to be fired from Comair. People are fired everyday from other airlines for damaging aircraft or putting people in danger. He helped total one and kill people. If he wants to apply to another company with an accident on his record, more power to him.

People are fired for showing up to work drunk, that is certainly poor judgement. We are paid to make difficult decisions and decipher charts and procedures, he failed at doing his job and subsequently a bunch of people died.

I am not saying it couldn't have been me, but if it was I would understand what the implications were

 

This is what I've been thinking all along. I just didn't know how to say it without sounding pompous. If other pilots are turned down for not having a college degree, high enough GPA, internal rec, weak social skills or for having a criminal record, DUI/DWI, speeding tickets or poor jep knowledge, it is my opinion that someone who was partially responsible for the loss of 49 lives while serving as crew member should not be allow in a 121 cockpit. That is exactly what all of these previously mentioned items are in place for -- to, as best as humanly possible, weed out those who are prone to make mistakes. I feel for the guy and pray his conscience to be at ease, but practically speaking, its just not practical to allow this.
Again, I say this humbly and realize that these things can happen to anyone, me included. But when someone establishes a record for themselves, it's impossible to ignore it.

 

In my opinion he should be desuaded from flying an airliner again. I feel that he should be persuaded to become a sim instructor for Comair. He has lived through the worst nightmare a pilot faces, an accident caused by neglect and being the only survivor of a fiery crash. I feel his experience from this can do more in the training enviroment than just climbing back into the cockpit.