Now if anyone can get Dallas to realize this garbage needs to change back... good luck with that🙄. They seem to think pointing (fuel flow) and grunting (all these overly wordy callouts) takes the place of just not F-ing up over and over.

As far as the clowns doing the really egregious stuff, can we just vote them off the seniority list? Yes, yes, we are a "union" and have to protect everyone's job, but maybe we start making exceptions for at least the A-holes that no one wants to fly with.. I know that list doesn't exactly coincide with the list for special case morons that made the dumbest moves, but maybe it would keep the clowns on their toes enough to not try to level change at the wrong time... or the guy next to them to watch it happen. [After] is not the time to fix this problem. By then it is too late for all of us.

 

All valid points. Looking at the FMA was taught back in my regional and even during my corporate jet days. I get the intent…but effort is required in both seats.

One thing I liked about this years CQ was the demo for pitch using thrust only. They line you up on final in VMC for a landing using only lateral control and only thrust for pitch changes. It’s a solid demo.

I’ve noticed several very young/low time jet people in the right seat (it’s gotten better in the last two years) that make drastic thrust changes for what should be a minor correction and they saw the throttle quadrant all the way to the flare (think of sawing a log). Nothing I like more than to be at ref at 150’ with thrust idle followed by a push to 90%.

The level change issue on RNAV stuff is still an issue. The PM verbiage “did you want level change?” usually solves the problem, but it’s an issue.

 

On the 73 at UA. Same thing, everyone pointing and reading the MCP. Did the bus at NK for a long time. ALWAYS READ THE FMA. MCP is what you tell her, FMA is what she heard.

 

I’m truly puzzled by this sentiment. This change has moved us to the industry standard. We were the only ones not doing it. Like setting zeros, etc. Reading the FMA is meant to force us to actually look at it. Ideally, we’d verify it silently, but that doesn’t work consistently. Hence the talking. Being in level change instead of VNAV hasn’t been fixed due to another gap in our procedures. When we hear the words ‘cleared for the approach,’ what are we required to do and say?

I don’t understand your clearance example. You’re reading the FMA, after you’ve read it back to ATC. What part of that makes you forget the clearance? Honest question, maybe I misunderstood you.

The main issue with the new system is training. A long, poorly written RBF along with a short video. That’s a cheap and haphazard way to fundamentally change the way we do things.

 

Think about departures out of MDW. Constant heading changes, flap reductions from 25 to 0, leveling off at 3k, etc.

Busy airspace, lots of radio calls and you’re adding to it by running our mouths spewing FMA info while talking over each other. Sometimes less is more….

 

This! Please stop talking so I can hear ATC as they change what they just gave us.

 

I don't disagree with you actually. Reading the FMA is the way we should always do it. It's all the talking. And the roles assigned as PE and PV. Both pilots should be verifying.
Talking is great until it isn't. It becomes too much in busy times to the point where the talking is more effort than the doing and verifying. I only have so many functional brain cells. I need them to be freed up to do things like breathe and pay attention to flying stuff. If they are all occupied reading modes of the FMA out loud, that isn't good.
Like I said, I try to do things the way my masters want. Sometimes, though, it's all a little too much.

 

I'm on the same fleet and seat as you. I've never seen anyone pointing at the MCP. We all point at the FMA...

 

…and point at fuel flow too. Glad there’s four hands up there!

 

So when you are PF on an approach, and ask the PM to set missed approach altitude, he sets it and then points at his (or your) PFD? Or does he point at the MCP altitude window?


I think there should be no pointing at all. PM or PF sets/selects/engages anything on the MCP, announces what he did, both pilots verify on their own FMA.