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kellwolf · June 19th, 2006, 15:14

Okay, so off another trip for OE, this one was a 4 day-er. Unfortunately, it wasn't so good for practicing landings. Flying wise, it was great. I had 5 legs the first day (helped knock the rust of and try some new techniques), then things sorta dried up on the landings front for this trip. Although the 15 hour layover in YYZ didn't suck.

Two leg day on Sat (one to MSP and one LONG assed one with a MX delay to ORF), reduced rest overnight, then I got a ONE leg day the next day ORF-MSP, deadhead to BDL, then one more leg the next day BDL-IND with a deadhead home to MEM (which scheduling dropped the ball on, but I wound up getting the jumpseat anyway).

The goal was to fix my approaches. I had some ugly ones and some decent ones. They started getting MUCH better around the next to last day. I had a hideous approach into MSP, then redeemed myself with a night visual into ORF later on. Coming into IND this morning, we had to shoot the ILS 23L NEARLY to mins (low clouds and haze), and I followed that approach up with a greaser landing. My check airman's reponse was "I'll be damned, he CAN fly."

So, looks like the landing problem is more or less under control. They still want to see about five more good landings before releasing me to the line just to make sure I'm consistant. One more trip oughta do it for that. So, now I'm back home waiting on scheduling to call, which should be sometime in the next couple of days.

Here's what I was doing wrong: I was putting TOO much control inputs in. It takes a little bit to realize how damn sensitive this jet is to any control inputs. I'm so used to having feedback through the control surfaces in porportion to the airflow and wrangling the controls in response to that. The CRJ uses a system that sorta mimics what the airflow SHOULD be doing, but it never gets it quite right. I was also making my power changes too big. Once you get it set around 63-66%, you just have to wiggle the thrust levers a bit to get what you need. Once I stopped over controlling and more or less let the plane do its thing and just guide it, things were MUCH better.

Now that I'm having fun flying again, I'm looking forward to the next trip, getting this done and getting released to the line. I won't be able to bid until Aug, but by that time, maybe I can hold a line.

June 19th, 2006, 15:14	#58
kellwolf Old Skool Join Date: Jun 2003 Location: Memphis, TN Posts: 13,855	Re: Kellwolf's Pinnacle Updates Okay, so off another trip for OE, this one was a 4 day-er. Unfortunately, it wasn't so good for practicing landings. Flying wise, it was great. I had 5 legs the first day (helped knock the rust of and try some new techniques), then things sorta dried up on the landings front for this trip. Although the 15 hour layover in YYZ didn't suck. Two leg day on Sat (one to MSP and one LONG assed one with a MX delay to ORF), reduced rest overnight, then I got a ONE leg day the next day ORF-MSP, deadhead to BDL, then one more leg the next day BDL-IND with a deadhead home to MEM (which scheduling dropped the ball on, but I wound up getting the jumpseat anyway). The goal was to fix my approaches. I had some ugly ones and some decent ones. They started getting MUCH better around the next to last day. I had a hideous approach into MSP, then redeemed myself with a night visual into ORF later on. Coming into IND this morning, we had to shoot the ILS 23L NEARLY to mins (low clouds and haze), and I followed that approach up with a greaser landing. My check airman's reponse was "I'll be damned, he CAN fly." So, looks like the landing problem is more or less under control. They still want to see about five more good landings before releasing me to the line just to make sure I'm consistant. One more trip oughta do it for that. So, now I'm back home waiting on scheduling to call, which should be sometime in the next couple of days. Here's what I was doing wrong: I was putting TOO much control inputs in. It takes a little bit to realize how damn sensitive this jet is to any control inputs. I'm so used to having feedback through the control surfaces in porportion to the airflow and wrangling the controls in response to that. The CRJ uses a system that sorta mimics what the airflow SHOULD be doing, but it never gets it quite right. I was also making my power changes too big. Once you get it set around 63-66%, you just have to wiggle the thrust levers a bit to get what you need. Once I stopped over controlling and more or less let the plane do its thing and just guide it, things were MUCH better. Now that I'm having fun flying again, I'm looking forward to the next trip, getting this done and getting released to the line. I won't be able to bid until Aug, but by that time, maybe I can hold a line. __________________ "I'm The Doctor, by the way. Run for your life!"