12 July 2010
Summer Months and Airline Growth –
As mentioned in previous OpNotes we expect the summer months to be sporadic in terms of attendance to UALR events. Nor is attendance mandatory of course, so between these two factors some UALR events have been jammed packed, and others not so much simply through random luck of the draw. Since attendance has been more than unpredictable we will focus more on training of the pilots we have rather than packing events with pilots so that when fall and winter roll around and attendance becomes more reliable the Airline will be chock full of highly qualified pilots.
In previous OpNotes we also discussed that training of new pilots is more and more being conducted by qualified flight officers and captains. This will certainly allow for more pilots to be trained more rapidly than if just one person is training. However, this has also brought to light certain training inconsistencies. As an airline, we should be uniform in our operation of the aircraft for obvious reasons. I will certainly work to create a curriculum for mentors and instructors to work off of in order to have more consistency in training in the future. But for now I would like to highlight some of the most prominent inconsistencies I’ve encountered during checkrides thus far and ask that each and every UALR pilot – not just mentors and instructors – review them in terms of their own operation of the aircraft. Flight officers and Captains who also mentor should seek to integrate these points into their training flights as well.
UALR Procedures:
Remember, we train to airline standards. Remember also that an RJ has on average 50 loved ones in the back. One of the standards of an airline is that they develop consistent procedures and follow them uniformly. This allows for speed and familiarity not just for the individual pilot, but also for the group as a whole. One of the other standards of an airline is to not upset the passengers. Passengers should know nothing but the smoothest of motions and have no disturbances that would upset their already fragile nerves.
UALR pilots are NOT fighter pilots. While we should certainly handle the aircraft smartly and briskly, our role is to deliver the loved ones on time, safely, smoothly, with no spilled drinks, and with babes sleeping in mother’s arms. A true airline pilot does this like the proverbial wizard behind the curtain – with smiles and calmness regardless of how tense the actual circumstances are.
One of the characteristics of airline pilots also is that they are FAST and ACCURATE. Having uniform procedures as an airline helps the airline as a whole operate quickly and accurately, which in the long run adds to the prestige of being able to call yourself a member of United Regional. Not everyone can do what we do, and many of these procedures make it possible for UALR to operate the way we do. These procedures WILL be on the checkride, and all mentors, officers, and instructors should include these procedures in their flight training of candidates.
COM1 vs. COM2
UALR procedure is to use COM2 for ground frequencies and COM1 for airborne frequencies. This allow for a pilot being able to quickly access the channels they need, but also to develop a habit of placing the channels you need in the same place every time thus reducing fumbling for a frequency and increasing speed and quality of operation. One of the worst qualifies of a pilot is to be slow to get on frequency. Even worse is to have a flight control problem because you are fumbling to change frequencies and not paying attention to what is going on.
COM2 frequencies would include Clearance Delivery, Ground, and Tower. COM1 airborne frequencies will include Departure/Approach and Center. UALR pilots will be expected to snap over to a new frequency and report in to ATC literally within seconds of being instructed to do so. If the operation of changing to a new frequency and reporting in when asked to do so by ATC takes longer than 3 seconds then it’s taking too long.
NAV 1 and NAV 2
UALR aircraft should load VOR frequencies on BOTH NAV1 and NAV2 when needed for either a radial or ILS intercept. When this is done properly, your NAV1 indicator will show your intercept course and your NAV2 indicator will show the relative angle – and therefore the approximate time – to intercept. Again, this is to uphold airline standards. UALR aircraft will strive to complete their intercept turn briskly, and upon coming out of the turn to be EXACTLY on their intercept course. UALR pilots will strive NOT to overfly the intercept turn and then have to come back around to re-intercept. Amateur pilots do that. We do not. In addition, UALR pilots should disengage NAV lock when approaching the cone of silence and begin their turn to intercept using the heading control prior to the actual cone of silence. This is so the autopliot isn’t overly sensitive to the NAVHOLD as the aircraft approaches the VOR. Oversensitivity creates a wobbling movement in the aircraft which again would annoy the passengers. Next, while in the turn reset your course control to your new intercept course and use the heading control and the NAV2 indicator to fine tune your intercept angle in order to hit your outbound radial spot on. Anything less is to be considered wandering all over the sky.
Aircraft Lights / PAX
The CRJ700 checklist calls for aircraft operating lights to be ignited after engine start, which is a ridiculous notion. UALR procedure instead will be that navigation lights, logo lights, and rotating beacon will be ON whenever the aircraft is powered and occupied by a flight crew, and definitely prior to engine start. In addition UALR aircraft will ignite ALL lights – including landing lights – prior to engine start. This is to indicate to ground crew that the aircraft is coming alive, and in particular a landing light test also serves to warn ground crew that engine start is commencing and they should clear the nacelles lest they become part of the interior mechanisms of the engine. Also related is PAX seatbelt and no-smoking lamps to be lit PRIOR to engine start. Remember, we are airline pilots and PAX need to be managed as well. PAX should not be wandering around the aircraft at engine start, but should be instead firmly planted in their seats. Once engines are running, landing lights should be extinguished prior to taxi and not re-lit until clearance to position hold or takeoff is granted. This is in part so that you don’t blind other aircraft on taxi with your landing lights. This is also in part to ensure that approaching aircraft don’t confuse your landing lights in a low viz situation with an approach light and try to land on you. Having an Airbus land on you would qualifiy as disturbing the PAX.
Liftoff procedure:
While the CRJ700 manual indicates rotate speed at 150, we would prefer that pilots use the extra few feet of runway if available to rotate at 160. ERJ pilots please note also your fully loaded rotate speed is 157knts. These speeds will allow for a more stable climb and less chance for a stall or mush into the trees at the end of the runway. UALR aircraft will also avoid skyrocketing on takeoff by maintaining a proper climb angle. Once rotate speed is reached pilots should pull the stick back to unstick the nose wheel from the ground and then hold that nose up angle until the main gear is free. (Note that a wet runway will require more upward force to unstick the nose wheel). Once the main gear is free and positive rate of climb is observed, pilots should flatten out the climb angle slightly and immediately retract gear. Once gear is in transit, THEN increase the climb angle to 15 degrees up angle AND NO MORE. Under no circumstances should the aircraft be allowed to nose up to a ridiculous climb angle (skyrocketing) as that definitely qualifies as upsetting the passengers. Skyrocketing also leads to stalling and crashing which again would qualifiy as upsetting the passengers.
Autopilot
As much as you may want to be a fighter pilot and whip that RJ around, we will not. UALR pilots are expected to fully engage the autopilot by 1000’ feet. That includes HDG, ALT, and SPD. HDG should be set to runway heading or departure turn course prior to leaving the gate. In fact, engaging autopilot should be the second move you make after GEAR UP. Flaps would be the third move. The exception would be if a sharp departure turn is required such as turning to 140 off 22R at KBOS via LOGAN4 departure. Once autopilot is engaged turning the aircraft should be accomplished using the heading control and/or course control and/or NAV lock. Again however, there should be no excessive bank angles, or excessive waffling around or wobbling of the aircraft. Turns and climbs should be smooth. While it is true that the Captain’s checkride will be hands on (sans autopilot) our initial goal as airline pilots is to MANAGE the systems that fly the aircraft, not physically fly the aircraft. That’s what real airline pilots do too. In fact, they use FMC, roll the aircraft to takeoff position, press “go” and read a magazine. Using the autopilot isn’t a sign of weakness, it’s a sign of intelligence. Remember babes in arms are sleeping in back. We will get to the Captain’s privilege of hands on flight control soon enough.
Landing Lights off / PAX seatbelts / APU
Remember to turn off landing lights and let PAX out of their seats if air is smooth once above 10,000 feet. APU should not be left running while main engines are running unless an emergency scenario develops. UALR pilots should manage the TOTAL aircraft, not just the radios and flight controls. Remember to properly secure the ship for cruise. Remember also to look at ATIS for your destination well in advance of beginning the decent. Reload your COM2 frequencies with tower and ground frequencies for your destination while comfortably at cruise, not while on ILS intercept.
Approach Speeds
Again the CRJ700 manual calls for an approach speed of 140knts, however UALR pilots should approach at 160knts. There are two reasons for this. One is so that the aircraft will have firmer control and not mush around as much as at 140knts, and so that we can have a higher approach and a more nose down attitude. This allows for the runway to remain in sight at all times. At 140knts the tendency is for the aircraft to mush and wobble while barely remaining in the air. It also creates a nose up attitude which in most cases obscures the view of the runway with the aircraft dashboard. This in turn causes the pilot to constantly nose down for a second to catch sight of the runway again and then nose up to slow again. This up down oscillating is something UALR would prefer to discourage. Instead we would prefer to approach with a more nose down angle of attack, a 160knts approach speed with a bit of engine power applied, and then chop power and flare nicely when approaching the threshold, nose up a bit and stick the main gear on the paint. This process will cause the aircraft to stick wheels down with a speed right about 140 - which is just perfect. Think of 140 as your wheels down speed, not your approach speed. Bottom line, at no time should the UALR pilot lose sight of the runway threshold once acquired and a gentle nose down approach angle will solve this and a host of other problems.
Taxi to ramp
Certainly there is a lot of adrenaline that needs to be burned off from landing after the aircraft comes to a stop. However UALR pilots should strive NOT to stop the aircraft on an exit taxiway, sit around, watch TV, make a sandwich, and eventually dial in ground and see what’s going on. UALR pilots can expect that they will need to respond to ground operations pretty much every time they land, and should be prepared to do so. Ground Com frequencies should be ready to go over on COM2 (unless center or APPR is handling ground ops) and pilots should have reviewed the airport diagram and have an expectation of what their taxi route will be so they are not fiddling around at the exit ramp trying to figure out where they are. Again, amateur pilots fiddle around at the exit taxiway. Airline pilots snap off the landing lights landing lights immediately after exiting the runway, stow the flaps, and roll the ship briskly to the gate without stopping even once.
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