Who sets the altitude pre-selector?
10-22-2014, 03:31 AM
#31
Looking for a laugh
Joined APC: Feb 2008
Posts: 4,099
In the end, some companies do it one way, some do it the other way. Both ways have been shown to be acceptable to the FAA. Depending where you are, that's the way you do it, regardless of your personal preference. If and when you change employers, if they do it differently than what you are used to, you adapt or you move on.
All that said, at Delta the PM makes changes with the AP off, as directed by the PF. PF makes changes with the AP on, or can direct the PM to make changes during high work loads (below 10K.) If you come here, that's how you do it. Please don't tell us how you did it at your other airline and how it was so much better. Don't be "that" guy.
All that said, at Delta the PM makes changes with the AP off, as directed by the PF. PF makes changes with the AP on, or can direct the PM to make changes during high work loads (below 10K.) If you come here, that's how you do it. Please don't tell us how you did it at your other airline and how it was so much better. Don't be "that" guy.
10-22-2014, 04:10 AM
#34
Gets Weekends Off
Joined APC: Sep 2010
Posts: 2,648
Originally Posted by BoilerUP
Because the PM would have to 1. hear the altitude from ATC, 2. acknowledge the altitude from ATC, 3. set the altitude from ATC in the window and 4. receive confirmation from the PF that what was set corresponded with #1 & 2, as well as matched what the PF heard.
While I agree that both pilots are responsible for being aware of what is going on and listening to the radio, it further reduces the errors and confirmation bias that occurs in every two-crew cockpit (regardless of how sharp crewmembers are, or how standard procedures are), especially when task loading/workload is high...with a reduction in altitude deviations showing that the process is effective.
"Bumping hands" is the lesser of the two evils, don't you think?
That being said, I don't think "your way" is "wrong"...but it is different than the two 91 operations and two 121 operations I have worked at.
While I agree that both pilots are responsible for being aware of what is going on and listening to the radio, it further reduces the errors and confirmation bias that occurs in every two-crew cockpit (regardless of how sharp crewmembers are, or how standard procedures are), especially when task loading/workload is high...with a reduction in altitude deviations showing that the process is effective.
"Bumping hands" is the lesser of the two evils, don't you think?
That being said, I don't think "your way" is "wrong"...but it is different than the two 91 operations and two 121 operations I have worked at.
10-22-2014, 04:24 AM
#35
The NeverEnding Story
Joined APC: Sep 2005
Posts: 7,512
Originally Posted by Justdoinmyjob
In the end, some companies do it one way, some do it the other way. Both ways have been shown to be acceptable to the FAA. Depending where you are, that's the way you do it, regardless of your personal preference. If and when you change employers, if they do it differently than what you are used to, you adapt or you move on.
10-22-2014, 12:12 PM
#38
Gets Weekends Off
Joined APC: Mar 2012
Posts: 125
Originally Posted by FaceBiter
I'm always the PF even when I'm not. Therefore, I set whatever I want, whenever I want.
10-23-2014, 10:56 AM
#40
Gets Weekends Off
Joined APC: Apr 2013
Posts: 352
Originally Posted by gojo
I agree. The only one I ever saw do it differently was Pinnacle. But they did a few things weird such as shutting the flight deck door before the boarding door. Chime 5 minutes prior to landing to name a few
I personally hated it.... when being cleared for approach, descent, and turned onto the LOC, the pilots wouuld both reach up and cross swords on the MCP.
I do however like the 5 mnute chime... FAs are often dense, and they dn't understand that hearing a gear and flaps coming down means that we are landing... so the 5 minute chime gave them some time to get prepared.
Pinnacle also had really good checklists... we use the XJ checklists on the 900 and they are wretched.
For example. the before takeoff check bbelow the line:
Item 1-FO-RUnway 3-6, heading Three Six Zero, first fix Chanute, engine failure proc is straight out heading 360, flaps 8, flex thrust, 88.8 for 88.4, Final Takeoff Brief.
Capt: Final Takeoff Brief COmplete.
ITEM FRIGGIN 2 ON THE Before Takeoff Checklist:
FO: Runway heading first fix...
Capt-Runway Three Six, Heading three six zero, first fix cchanute.
FO; Runway three six ditto ditto
It is so stupid, all while taxiing around congested airports.
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