Play stupid games, win stupid prizes.

 

Yes, there is. Possibly a 2 week gap between your checkride and OE.

 

What's the max number once can credit per month?

Upgrade classes taking place every month?

 

There is no credit max....Erik S. can probably tell you a feasible max credits as he hits it every month...furlough or no furlough.


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Quick question...how difficult is it to go from the 145 to 170/175? I start training in a few weeks and have been reviewing the study guide, and while I see a lot of similarities, I'm just wondering if anything in particular that is confusing or what I should be focusing the most on at this point. The cockpit seems like it's practically a replica of the 145 so I'm not freaking out or anything, just curious people's thoughts are.

 

Also he can give you pointers on getting positive space from home to pickup FO open time. Guess he didn't make it to the left seat of the Airbus after all.

 

Just saw him at a job fair. So funny. Doesn't he know he's pretty much ****ed off everyone everywhere?

 

Plain and simple, the 170 is easy. It was truly built for the least common denominator of pilot.

The biggest issue I've seen with guys coming over from the 145 is understanding and utilizing the automation. It seems like the 145 guys don't trust the auto throttles and VNAV. The best thing you can do is understand how and when to use which vertical mode, and how the automation will act in certain situations.

A couple of for-instances:

- In "pink" (FMS) speeds, descending to 10,000 it will automatically set the speed to 250 based on your rate down to 10k, but can't take all the factors into account like weight and tailwind vs. headwind. If you are heavy and have a tailwind, it won't hit 250 in time without some speed brake if you let it descend in its predetermined 3 degree path. A great thing is that you can adjust the angle path to help it out ahead of time, or, you can just switch to manual speeds earlier to hit it. The Freedom 3 in DCA is a great example of an arrival where it's best to do around a 2.5 degree path no matter the conditions.

- Don't want to VNAV? FPA mode is fantastic, use it. If ATC gives you a crossing restriction like 240 30 north of MANTA, it kills me when I see guys fudging around with V/S to try to make it on. They're either bored or want to do more work than they have to. The biggest cheat in the pilot world is the vertical profile on the MFD. Use FPA to set the green path line on to the crossing restriction and it'll take care of adjusting the V/S on its own.

- One concession: they'll teach you to use pink speeds below 10. Most of the time in the real world, it's an unnecessary pain and is plainly easier to do it manually. One hint is to set it back to pink at VAPP or Flaps 3. The pink helps immensely in a go around. Let's face it, real world go arounds are usually a Charlie Fox especially with newer guys. Pink speeds help to alleviate that.

This all sounds like preaching against "children of magenta". But if you have it, and it can help you, use it. Best part is you can always treat it like an older style plane and can V/S and manual speed, or even hand fly, the whole flight. But at the very least learn how to properly use the automation so you can lessen your workload when you need to.

Honestly again that's really the only issue I've seen with 145 guys coming over. My two cents, FWIW.

 

Why don't you throw your real name out there you coward. No, I'm not S but I'd rather share a cockpit with him than you and your ilk any day.

 

New class started today with 28 new hires and a few transfers.