My sim partner and I geared up for what would prove to be a hell of a night in the sim. We were on sim 3...its a training gate and we had to pass it in order to move on. If we were unsat we would need to redo the lesson before moving on. As luck would have it I was slated to go first. I settled into the right seat and built my nest. I adjusted the seat and rudder pedals, stowed my flight case and assumed my duties as FO in the sim. We quickly ran through our ground ops and were making a low vis taxi to 22R at Newark. First item on the agenda was a 600 RVR takeoff. No problem, I assumed the centerline, advanced the thrust levers and began the roll. We were soon at 80 knots, then at rotation and I was on the gauges. We popped out the top of the low fog layer and climbed to 5000. It was time for a steep turn to the right. 180 degrees, 45 degrees of bank. Not too tough. My pitchiness and problems holding altitude have seen to diminish. Then it was the stall series. We did a clean stall, takeoff config stall, and landing config. Again, all within the standards set forth.
My instructor then said, if you can do a non precision approach you will move on in the training. thats where the trouble started. I have previously nailed all my approaches. Not this day though. I set up for the localizer to 22l at Newark. We were on vectors, and I was quickly being turned onto the localizer.....I was also handflying the whole thing. It was tough. I got slow, then fast then slow again, missed my stepdowns. I opted to go around and asked for vectors back around for another try. This time I really lost it. Went full scale on the localizer and went around. It was bad news. But, I never gave up. I asked to go back around and tried again. this time, I made it down, went visual, saw the papi lights and made a nice transition to the runway for a full stop landing. I was soaked.....tense......and somehow got it done. But It was a handful.
the rest of the lesson was fun. We did some V1 cuts, then did a single engine ILS. We did a couple aborted takeoffs and ran the QRH for engine and apu fire on the ground, as well as for an emergency evac. Then it was and engine fire in the second segment of the climb. We were between 35 feet and 500 ft agl when the firehandles lit up. We climbed, ran the QRH and secured the engine. The instructor gave us the engine back and then took away our hydraulics. The aircraft uses hydraulics for aileron, rudder, speedbrakes, thrust reversers, nosewheel steering, and brakes. So, our landing was a handful. we did an ils in "manual reversion"...no hydraulics...heavy airplane. We stopped on the runway by making slight applications of the parking brake. It was interesting.
anyhow, I have today off and its back in the sim tommorrow night for lesson 4. We are slated to fly the DME arc to saltillo mexico. Should be a real handful.
Wednesday, February 28, 2007
Friday, February 23, 2007
Final push
With only 6 training sessions left before my EMB-145 SIC checkride the heat is most definitely on. Ive spent the last 5 days learning procedures in the non motion flight training device(FTD). The "box" was great for learning flows, procedures, and profiles. I have to admit that in the fully air conditioned room, I left there sweating each and every night....a literal sweat stain on the back of my shirt. Intense stuff.
We passed the stage check last night with an 8 year captain. The check focused on checklists and flows, abnormal engine start procedures, PRM approach procedures, and non precision approach profiles--both with and without the autopilot. We had our work cutout for us.
The PRM stands for precision runway monitor. When there are two runways in use closer than the minimum prescribed lateral distance, the FAA has made a legal way for approaches to both runways to proceed. A zone of no transgression has been established, and a monitor frequency has been set up that all pilots are to monitor(in addition to the normal tower freq). If either aircraft enters the no transgression zone the tower issues the non-offending aircraft "breakout instructions". It was an interesting excercise.
The non precision approaches were alot more interesting. the first was done via the autopilot. Not much problem there. The second was handflown. That was alot tougher. With multiple stepdowns on the localizer approach the workload was high. We managed.
Handflying the ERJ is much different than what I am used to. It is much heavier and a hell of alot faster. The roll and pitch of the aircraft has a slight lag to it. They say that the FTD is much harder than both the sim and the actual aircraft, so I am hoping my handflying skills get better as I go on. I have mastered the automation, but my handflying skills worry me. We will see.
Ive got 12 hours to get it right.
We passed the stage check last night with an 8 year captain. The check focused on checklists and flows, abnormal engine start procedures, PRM approach procedures, and non precision approach profiles--both with and without the autopilot. We had our work cutout for us.
The PRM stands for precision runway monitor. When there are two runways in use closer than the minimum prescribed lateral distance, the FAA has made a legal way for approaches to both runways to proceed. A zone of no transgression has been established, and a monitor frequency has been set up that all pilots are to monitor(in addition to the normal tower freq). If either aircraft enters the no transgression zone the tower issues the non-offending aircraft "breakout instructions". It was an interesting excercise.
The non precision approaches were alot more interesting. the first was done via the autopilot. Not much problem there. The second was handflown. That was alot tougher. With multiple stepdowns on the localizer approach the workload was high. We managed.
Handflying the ERJ is much different than what I am used to. It is much heavier and a hell of alot faster. The roll and pitch of the aircraft has a slight lag to it. They say that the FTD is much harder than both the sim and the actual aircraft, so I am hoping my handflying skills get better as I go on. I have mastered the automation, but my handflying skills worry me. We will see.
Ive got 12 hours to get it right.
Tuesday, February 20, 2007
TRAINING
Entering week 5, the heat is up and the pace is high. Training consists of 4 phases. The first week was basic indoc.....blah. After you take and pass the indoc exam, you start systems for the aircraft. Everything from powerplant, to landing gear, to pnematics and electrics....you are expected to know about by the end. There is no spoonfeeding here. You are expected to read the manuals they give you, and use the slides in class as a guide for what to study. I would estimate a 70/30 self taught to classroom ratio of information. It has been intense. At the end of systems another test is taken. This is a much harder test than indoc. Anything in the manuals is fair game.
There has been a strong initiative in the training department here to up the bar for systems knowledge by new hires. Our class was the first to receive a new and improved version of the test. Half the class didnt pass(with an 80). Most were within a point or two so they retrained the guys and they all passed on the second try.(diff test). Well, we warned the guys in the class after us to study hard, yet they still managed to fail 6 guys. Alot of guys are being hired in the regionals with low times and dont realize what it takes to get through training. The mindest isnt there to study hard and not go out, etc. Guys come here expecting a vacation of sorts. That is about the furthest thing from what its like.
Anyways, After systems you get into the FTD. Its a real cockpit with working avionics and flight controls. It doesnt move and there are no visuals so its a good way to learn procedures and how to fly the autopilot. After the FTD, you go into the full motion sim. Thats where you learn to fly the airplane for real. I am just a few ftd sessions from getting into the sim. I cant wait.
My advice for anyone going to airline training for the first time:
1) expect to work hard
2)dont even think about going out partying...you have plenty to do with that free time
3)do not get involved in politics between staff and students. Take care of yourself and you will be better off
4)get to know your classmates. We have a tight knit class and its proved invaluable for study groups, moral support, sanity.
5)read whatever they give you to read. What you need to know is in there.
6)Keep the focus and pressure on for the duration you are there....Its hard to do and some lose focus towards the end and bust.....training is an endurance event....like a marathon.
Just some advice from someone in week 5 of a 6 week training course. Hope this helps someone.
There has been a strong initiative in the training department here to up the bar for systems knowledge by new hires. Our class was the first to receive a new and improved version of the test. Half the class didnt pass(with an 80). Most were within a point or two so they retrained the guys and they all passed on the second try.(diff test). Well, we warned the guys in the class after us to study hard, yet they still managed to fail 6 guys. Alot of guys are being hired in the regionals with low times and dont realize what it takes to get through training. The mindest isnt there to study hard and not go out, etc. Guys come here expecting a vacation of sorts. That is about the furthest thing from what its like.
Anyways, After systems you get into the FTD. Its a real cockpit with working avionics and flight controls. It doesnt move and there are no visuals so its a good way to learn procedures and how to fly the autopilot. After the FTD, you go into the full motion sim. Thats where you learn to fly the airplane for real. I am just a few ftd sessions from getting into the sim. I cant wait.
My advice for anyone going to airline training for the first time:
1) expect to work hard
2)dont even think about going out partying...you have plenty to do with that free time
3)do not get involved in politics between staff and students. Take care of yourself and you will be better off
4)get to know your classmates. We have a tight knit class and its proved invaluable for study groups, moral support, sanity.
5)read whatever they give you to read. What you need to know is in there.
6)Keep the focus and pressure on for the duration you are there....Its hard to do and some lose focus towards the end and bust.....training is an endurance event....like a marathon.
Just some advice from someone in week 5 of a 6 week training course. Hope this helps someone.
Saturday, February 03, 2007
Week 2
Week two behind us.....thank god. Couple of things about training. All you have to worry about is going to class and studying.....but then again all you have to worry about is going to class and studying. My point is that there isnt much time here for doing anything outside of the classroom or the books. For me the hardest part has been being a prisoner at the hotel and the training center. I am sneaking out for a jog at night but other than that I have been in my room with a book in my lap.
The beginning of the week was CRM. We looked at several airline crashes and determined the crews roles in the disasters. Pretty interesting stuff.
Wed we started systems training. All I have to say is....this plane is way too smart. Its friggin badass. So far we have looked at the electrics and the powerplant. I will have two rolls royce AE3007 engines at my disposal...producing a combined thrust of over 10000 lbs. The electrics are a mind of their own. The electrical distribution logic is the brain of the operation and is the final authority over whether a particular configuration will work. I cant really get into specifics because its so complicated, but take my word when I tell you that I never dreamt Id get to fly something so badass. The powerplant is nice too. A high ratio bypass turbofan engine with a whole lotta beef behind it. The aircraft has so many failsafes built into ever system, that anyone who flies commercially should feel pretty safe about it. Even human error is cut down by the fact that the airplane just wont let you do it sometimes. Pretty cool.......as my instructor says...brazilian magic.
Ive got one more week of systems. The final written exam is on Monday next week, then its into the flight training device for 10 days of training, and then the sims. I am scheduled to fly the aircraft for the first time Mar 10. Its looking like Newark as my base, which is a-ok with me.
For all the hype systems gets, I am doing surprisingly well. they boast a firehose style of teaching, but I am retaining everything with little or no problem.
The beginning of the week was CRM. We looked at several airline crashes and determined the crews roles in the disasters. Pretty interesting stuff.
Wed we started systems training. All I have to say is....this plane is way too smart. Its friggin badass. So far we have looked at the electrics and the powerplant. I will have two rolls royce AE3007 engines at my disposal...producing a combined thrust of over 10000 lbs. The electrics are a mind of their own. The electrical distribution logic is the brain of the operation and is the final authority over whether a particular configuration will work. I cant really get into specifics because its so complicated, but take my word when I tell you that I never dreamt Id get to fly something so badass. The powerplant is nice too. A high ratio bypass turbofan engine with a whole lotta beef behind it. The aircraft has so many failsafes built into ever system, that anyone who flies commercially should feel pretty safe about it. Even human error is cut down by the fact that the airplane just wont let you do it sometimes. Pretty cool.......as my instructor says...brazilian magic.
Ive got one more week of systems. The final written exam is on Monday next week, then its into the flight training device for 10 days of training, and then the sims. I am scheduled to fly the aircraft for the first time Mar 10. Its looking like Newark as my base, which is a-ok with me.
For all the hype systems gets, I am doing surprisingly well. they boast a firehose style of teaching, but I am retaining everything with little or no problem.
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