R2F's American Eagle Training Updates - Page 11

aloft · April 19th, 2006, 16:43

Quote:

All-in-all, I give it a hearty THUMBS UP!

Well in that case, I'll just have to give this flying thingy a go!

Bigey · April 19th, 2006, 17:54

FRIGGEN ROCK ON STAN!!

Sounds like a blast man!!! Have fun on the line!

Keep us updated bro!

Brazilian_Pilot · April 19th, 2006, 18:13

This thread makes me salivate!!

This thread is a great idea! It really motivates us guys in the bottom of the cycle!

Congrats Guys!!!

WestIndian425 · April 19th, 2006, 18:50

First day in the airplane...NICE!!!

Keep the posts coming, R2F.

Now I'm excited to read Kellwolf's and CrashNburn's.

Neil

WestIndian425 · April 19th, 2006, 19:11

Quote:

Originally Posted by ready2fly

No problem, Neil. Any time. And judging by your avtar, you're at ATP = lot's of multi. Good training, etc. "Your turn" may be here sooner than you think.

In the mean time, if there are any questions you might have specific to American Eagle jobs, please feel free to drop me a PM and I'll answer what I can.

Best of luck in your training and keep us posted.

R2F

Sorry I didn't answer this one sooner. Actually, I'm finished with my training at ATP and I'm instructing at Sierra Academy in Atwater, CA. Since I won't be doing the RJ course at ATP, it'll take me a few months longer to build my hours, but I'm working hard to get there and I anticipate I will be ready by early fall. Just broke 500 over last weekend.

I do have the multi requirements met though (just as you said)

, and I'm studying right now to take the ATP written by the end of May. I'm sure to ask for advice soon.

Neil

jtrain609 · April 19th, 2006, 23:17

PFT doesn't suck Stan, YOU SUCK!

Again, great job man. I'm glad to see one of the good guys that made all the right moves got the job

Kristie · April 20th, 2006, 17:23

Quote:

Originally Posted by ready2fly

No worries, dude. Pilots saying that they would "pay to fly" is not what youl'd call a popular theme. Rookie mistake.

That said - let's not turn this into a "PFT/PFJ sucks" thread, please. Okay folks??

no worries.. if it did, we'd just pull out the posts and put them in a new thread.

WestIndian425 · April 22nd, 2006, 01:59

No what happened to Kellwolf and CrashNburn's IOE? We're patiently waiting to hear from you guys.

Neil

kellwolf · April 22nd, 2006, 18:28

You'll be waiting a while to hear about my IOE. I still have 6 sim sessions, LOFT and 4 jumpseat flights to go before IOE. I was supposed to have another sim session tonight, but it got canned due to not enough sim instructors. Got another tomorrow night and I THINK tonight's is re-scheduled for Monday. I still have one more to get re-scheduled in addition to that one, and I'm caught up. But for those of you jonesing for an airline training fix.....

Sim 3

Ass....kicked....hard. Started out at gate A-11 in MEM (push back to an active taxiway, so we have to call ground instead of NWA ramp control for our push clearance). APU broken, snowing, and 1 degree C. Nice day, huh? So, we had to do our external air start sequences, pushback, then do a crossbleed start. From there we taxied over to the de-ice pad to do the de-ice/anti-ice procedures. Taxied up to the hold short line, did the supplemental checklist for an unpressurized takeoff (due to the APU being deferred), before takeoff check, then got cleared onto the runway. Stick shaker on the t/o, so abort. Reset to the beginning, normal t/o, re-pressurize on the way up, normal climb (all with the anti-ice on). Get to 10K and do stalls. My sim partner basically did a textbook demo of stalls. Mine, in a word, sucked. The past two sims I did them alright, but something just jangled me this time around. I didn't lose more than 150-200 feet, but they weren't stable or anywhere near what they were supposed to be. Pissed me off because I know I can do better.

From the stalls, we were cleared direct to the FAF for 36R at MEM, do not exceed 225 kts, expidite. So, set the altitude, hit speed mode and threw out the flight spoilers. Descent was marked with multiple cloud layers, so we got practice turning on and off the anti-ice. As soon as we turned it on, we magically broke out. As soon as it went off, "Look! Here comes another cloud deck!" TAT was around 7 degrees C.

We get close to the fix, then we get the dread "Hold at the FAF, L turns, 2000 ft, 7 mile legs." I know all you CFIs just went into horror shock. The CRJ makes it easy as long as your FMS isn't failed.

Oh, and my autopilot failed right about then, too. Told to expect the ILS approach for 36R, glideslope out of service. So, called for the approach to be prepared, did the brief and got set up. Started in on the LOC approach, and that went pretty well. As long as you think ahead and know the profile, it's a pretty descent deal. But, as expected, went missed. Did the go around, and cleared to fly the published missed. Got a GEN 1 OFF message, and ran the appropriate checklists, told ATC we needed to come back around. After proving that we knew how to get around that, we did a couple of landings. Those are coming along alright. I was actually able to hold the centerline with a 10 kt crosswind. Now, I just need to work on not landing halfway down the runway.

Re-set at 5000 feet and told to expect the ILS 27. Once again, no autopilot. I have to admit, I am DAMN proud of that handflown approach. I hit a zone and made all my calls on time, had the plane configured right, and never went off glideslope or localizer. I had to get a printout to frame.

I even managed to land in the touchdown zone and on centerline. So, after the hideous stalls (which never left the back of my mind) I was happy to end the night on a good note.

Next sim lesson is gonna be almost all single engine, mostly with no AP. I can't wait for that one.....

crashmbern · April 23rd, 2006, 20:44

well guys i just got home from san juan. and IOE went pretty well. can't give that much details on everything because all the flights kind of just blended together over the past couple of days. the biggest problems i had at first had to be the load manifest and the flight release. basically finding what i actually need on the flight manifest for weather and stuff and then getting the load manifest done.

In training we dealt with the ATR 42 and then using the weights for the atr 72 in SJU with the straight 72 and the 212A. I hadn't really done the load manifest for about a month, so i had to get a few bugs out of my brain. but then i realized you can get most of the manifest done before you go out to the plane. Then your about to go and the flight is basically waiting for the FO to get the cargo weights and the pax weights done before we can taxi, which adds a little bit of stress.

As far as flying goes its not to bad down there. the language barrier isn't that tough but i have only flown to the Dominican republic, st. thomas, st. croix, nevis, and bonaire off the coast of venezula. I heard goin down the island chain can get a little bit harder. Since we are international we have to call for engine starts when we are at an outstation about 10 minutes before we go. then your getting your clearance as your taxing out.

Once you know what your doin its gets pretty easy. the first couple of flights i was ready to pull out my hair. now its time for reserve, just waiting for scheduling to get a hold of me and i am officially there b*tch.

adam

WestIndian425 · April 23rd, 2006, 21:16

Finally! I get to hear from Kellwolf and CrashNburn!

Okay, just a little point, and I'm off:

The language barrier will only be hard in the islands where English is not the main language. That's not a problem for most of the Caribbean Island destinations that Eagle flies to. Off the top of my head, only Dominica, Dominican Republic, Curacao, Aruba, Bonaire, Martinique, St. Maarten, Guadaloupe, and Haiti do not have english as their main language. However, at the airports, most people do speak it (otherwise AA would require bilinguals on those routes

).

Keep up the good work, gentlemen! A few more months and I hopefully will tell my story.

Neil

Sean_S · April 24th, 2006, 14:35

Most of the people in Aruba speak English you do run into a few that don't but for the most part everyone in Oranjestad and the surrounding area speaks English which is where the airport and most of the hotels are located. If you head down to San Nicolas or outside of Oranjestad though you will run into English, Spanish, Papiamento, Dutch, and Portuguese. Everyone is really nice though and the locals that are bilingual will usually jump in and help you if you need it.

Bandit_Driver · April 25th, 2006, 14:52

Dang Kell, you have a real nice instructor

. Keep up the good work. Don't worry about the stalls. We all have had an off day in the sim.

B767 · April 29th, 2006, 01:01

How is everything going? Haven't heard from anyone lately.

kellwolf · April 29th, 2006, 01:14

Hasn't been much going on since scheduling appears to hate my sim partner and I. We had three sims cancelled last week, so we may or may not be able to get them made up before our checkride date. We'll get them made up before the checkride, it might just get pushed back. Ask me how ticked I am at that. Oh well, livin the dream.

Did Sim 4 tonight which was a lesson in flying the CRJ with one engine and no autopilot. Did normal pushback and takeoff, re-positioned to FL250 where we promptly experienced a rapid decompression. Did the emergency descent down to 4,000 and had a right engine fire. Got that under control and got briefed and set up for the ILS 30R into MSP. Got another failure.....the autopilot. It's a handful flying this thing with a fuel imbalance (the auto crossfeed can't keep up with the amount of fuel you're burning). Did a single engine landing to a full stop.

Re-position on 30R for takeoff, and had an engine failure right at V1. Followed the SE climb out profile up to 4000, then started getting vectors for the 30L back to MSP. AP failed again. Then we had a truck pull out on the runway, and we did a single engine go around. Apparently, the winds in MSP suck since we were now getting vectored for the ILS runway 4. Oh yeah, glideslope out of service, too. ILS aren't too bad in the CRJ, but non-precision approaches REALLY give you a feel for how easy it is to fall behind this jet, especially ones with multiple step down fixes. Shot the LOC 4 into MSP, another single engine landing. Then we took a 10 minute break, and I did it all over again from the non-flying pilot side.

Tomorrow looks to be more fun with single engine flying, and ALL the approaches are non-precision, one of which is the dreaded VOR/DME 18R into MEM.

April 19th, 2006, 18:50	#254
WestIndian425 Senior Member Join Date: Jan 2006 Location: KEWR (by way of Brooklyn, NY) Posts: 916	First day in the airplane...NICE!!! Keep the posts coming, R2F. Now I'm excited to read Kellwolf's and CrashNburn's. Neil __________________ God did not create aircraft pilots to be on the ground.

April 19th, 2006, 23:17	#256
jtrain609 Old Skool Join Date: Feb 2002 Location: Park City, UT Posts: 12,100	PFT doesn't suck Stan, YOU SUCK! Again, great job man. I'm glad to see one of the good guys that made all the right moves got the job __________________ "I could stand at the end of the line of the general mills cereal plant to make sure that all the lucky charms are up to par for 38k a year." -snickersnwa

April 22nd, 2006, 01:59	#258
WestIndian425 Senior Member Join Date: Jan 2006 Location: KEWR (by way of Brooklyn, NY) Posts: 916	No what happened to Kellwolf and CrashNburn's IOE? We're patiently waiting to hear from you guys. Neil __________________ God did not create aircraft pilots to be on the ground.

April 22nd, 2006, 18:28	#259
kellwolf Old Skool Join Date: Jun 2003 Location: Memphis, TN Posts: 13,257	You'll be waiting a while to hear about my IOE. I still have 6 sim sessions, LOFT and 4 jumpseat flights to go before IOE. I was supposed to have another sim session tonight, but it got canned due to not enough sim instructors. Got another tomorrow night and I THINK tonight's is re-scheduled for Monday. I still have one more to get re-scheduled in addition to that one, and I'm caught up. But for those of you jonesing for an airline training fix..... Sim 3 Ass....kicked....hard. Started out at gate A-11 in MEM (push back to an active taxiway, so we have to call ground instead of NWA ramp control for our push clearance). APU broken, snowing, and 1 degree C. Nice day, huh? So, we had to do our external air start sequences, pushback, then do a crossbleed start. From there we taxied over to the de-ice pad to do the de-ice/anti-ice procedures. Taxied up to the hold short line, did the supplemental checklist for an unpressurized takeoff (due to the APU being deferred), before takeoff check, then got cleared onto the runway. Stick shaker on the t/o, so abort. Reset to the beginning, normal t/o, re-pressurize on the way up, normal climb (all with the anti-ice on). Get to 10K and do stalls. My sim partner basically did a textbook demo of stalls. Mine, in a word, sucked. The past two sims I did them alright, but something just jangled me this time around. I didn't lose more than 150-200 feet, but they weren't stable or anywhere near what they were supposed to be. Pissed me off because I know I can do better. From the stalls, we were cleared direct to the FAF for 36R at MEM, do not exceed 225 kts, expidite. So, set the altitude, hit speed mode and threw out the flight spoilers. Descent was marked with multiple cloud layers, so we got practice turning on and off the anti-ice. As soon as we turned it on, we magically broke out. As soon as it went off, "Look! Here comes another cloud deck!" TAT was around 7 degrees C. We get close to the fix, then we get the dread "Hold at the FAF, L turns, 2000 ft, 7 mile legs." I know all you CFIs just went into horror shock. The CRJ makes it easy as long as your FMS isn't failed. Oh, and my autopilot failed right about then, too. Told to expect the ILS approach for 36R, glideslope out of service. So, called for the approach to be prepared, did the brief and got set up. Started in on the LOC approach, and that went pretty well. As long as you think ahead and know the profile, it's a pretty descent deal. But, as expected, went missed. Did the go around, and cleared to fly the published missed. Got a GEN 1 OFF message, and ran the appropriate checklists, told ATC we needed to come back around. After proving that we knew how to get around that, we did a couple of landings. Those are coming along alright. I was actually able to hold the centerline with a 10 kt crosswind. Now, I just need to work on not landing halfway down the runway. Re-set at 5000 feet and told to expect the ILS 27. Once again, no autopilot. I have to admit, I am DAMN proud of that handflown approach. I hit a zone and made all my calls on time, had the plane configured right, and never went off glideslope or localizer. I had to get a printout to frame. I even managed to land in the touchdown zone and on centerline. So, after the hideous stalls (which never left the back of my mind) I was happy to end the night on a good note. Next sim lesson is gonna be almost all single engine, mostly with no AP. I can't wait for that one..... __________________ "I'm The Doctor, by the way. Run for your life!"

April 23rd, 2006, 20:44	#260
crashmbern Senior Member Join Date: Feb 2004 Location: Long Island NY Posts: 505	Re: R2F's American Eagle Training Updates well guys i just got home from san juan. and IOE went pretty well. can't give that much details on everything because all the flights kind of just blended together over the past couple of days. the biggest problems i had at first had to be the load manifest and the flight release. basically finding what i actually need on the flight manifest for weather and stuff and then getting the load manifest done. In training we dealt with the ATR 42 and then using the weights for the atr 72 in SJU with the straight 72 and the 212A. I hadn't really done the load manifest for about a month, so i had to get a few bugs out of my brain. but then i realized you can get most of the manifest done before you go out to the plane. Then your about to go and the flight is basically waiting for the FO to get the cargo weights and the pax weights done before we can taxi, which adds a little bit of stress. As far as flying goes its not to bad down there. the language barrier isn't that tough but i have only flown to the Dominican republic, st. thomas, st. croix, nevis, and bonaire off the coast of venezula. I heard goin down the island chain can get a little bit harder. Since we are international we have to call for engine starts when we are at an outstation about 10 minutes before we go. then your getting your clearance as your taxing out. Once you know what your doin its gets pretty easy. the first couple of flights i was ready to pull out my hair. now its time for reserve, just waiting for scheduling to get a hold of me and i am officially there b*tch. adam

April 19th, 2006, 18:13	#253
Brazilian_Pilot Senior Member Join Date: Mar 2005 Location: Chicago Suburbs, IL 1C5 (Clow) Posts: 314	This thread makes me salivate!! This thread is a great idea! It really motivates us guys in the bottom of the cycle! Congrats Guys!!!

April 23rd, 2006, 21:16	#261
WestIndian425 Senior Member Join Date: Jan 2006 Location: KEWR (by way of Brooklyn, NY) Posts: 916	Re: R2F's American Eagle Training Updates Finally! I get to hear from Kellwolf and CrashNburn! Okay, just a little point, and I'm off: The language barrier will only be hard in the islands where English is not the main language. That's not a problem for most of the Caribbean Island destinations that Eagle flies to. Off the top of my head, only Dominica, Dominican Republic, Curacao, Aruba, Bonaire, Martinique, St. Maarten, Guadaloupe, and Haiti do not have english as their main language. However, at the airports, most people do speak it (otherwise AA would require bilinguals on those routes ). Keep up the good work, gentlemen! A few more months and I hopefully will tell my story. Neil __________________ God did not create aircraft pilots to be on the ground.

April 24th, 2006, 14:35	#262
Sean_S Junior Member Join Date: Mar 2005 Posts: 241	Re: R2F's American Eagle Training Updates Most of the people in Aruba speak English you do run into a few that don't but for the most part everyone in Oranjestad and the surrounding area speaks English which is where the airport and most of the hotels are located. If you head down to San Nicolas or outside of Oranjestad though you will run into English, Spanish, Papiamento, Dutch, and Portuguese. Everyone is really nice though and the locals that are bilingual will usually jump in and help you if you need it.

April 25th, 2006, 14:52	#263
Bandit_Driver Old Skool Join Date: Oct 2003 Location: DTW Posts: 1,674	Re: R2F's American Eagle Training Updates Dang Kell, you have a real nice instructor . Keep up the good work. Don't worry about the stalls. We all have had an off day in the sim. __________________ OOTSK Logbook Pro - Electronic Pilots Logbook

April 29th, 2006, 01:01	#264
B767 Junior Member Join Date: Mar 2004 Location: COS Posts: 267	Re: R2F's American Eagle Training Updates How is everything going? Haven't heard from anyone lately. __________________ You can count on me to always be two beats behind every conversation! Superman owns a pair of B767 pajamas "Well, they built the 2006 Dodge Caravan to replace the 2005 and earlier Dodge Caravans, but they're still on the road..." - DT

April 29th, 2006, 01:14	#265
kellwolf Old Skool Join Date: Jun 2003 Location: Memphis, TN Posts: 13,257	Re: R2F's American Eagle Training Updates Hasn't been much going on since scheduling appears to hate my sim partner and I. We had three sims cancelled last week, so we may or may not be able to get them made up before our checkride date. We'll get them made up before the checkride, it might just get pushed back. Ask me how ticked I am at that. Oh well, livin the dream. Did Sim 4 tonight which was a lesson in flying the CRJ with one engine and no autopilot. Did normal pushback and takeoff, re-positioned to FL250 where we promptly experienced a rapid decompression. Did the emergency descent down to 4,000 and had a right engine fire. Got that under control and got briefed and set up for the ILS 30R into MSP. Got another failure.....the autopilot. It's a handful flying this thing with a fuel imbalance (the auto crossfeed can't keep up with the amount of fuel you're burning). Did a single engine landing to a full stop. Re-position on 30R for takeoff, and had an engine failure right at V1. Followed the SE climb out profile up to 4000, then started getting vectors for the 30L back to MSP. AP failed again. Then we had a truck pull out on the runway, and we did a single engine go around. Apparently, the winds in MSP suck since we were now getting vectored for the ILS runway 4. Oh yeah, glideslope out of service, too. ILS aren't too bad in the CRJ, but non-precision approaches REALLY give you a feel for how easy it is to fall behind this jet, especially ones with multiple step down fixes. Shot the LOC 4 into MSP, another single engine landing. Then we took a 10 minute break, and I did it all over again from the non-flying pilot side. Tomorrow looks to be more fun with single engine flying, and ALL the approaches are non-precision, one of which is the dreaded VOR/DME 18R into MEM. __________________ "I'm The Doctor, by the way. Run for your life!"

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