Jump to content


Registered User
  • Content count

  • Joined

  • Last visited

  • Days Won


JeremiahWeed last won the day on November 15 2017

JeremiahWeed had the most liked content!

Community Reputation

141 Excellent

About JeremiahWeed

  • Rank
    Crew Dawg
  • Birthday 07/04/1965

Profile Information

  • Gender
  1. RUMINT: AD FTU F16s to Kelly Field

    I guess I'm missing something here. Does "Holloman" means something else other than an AD base in southern NM? What about it was a bad idea from the start?
  2. RUMINT: AD FTU F16s to Kelly Field

    Why is this? It's been a while for me, but I always thought it was a pretty good location in terms of ramp space, airspace, terrain, ranges, etc. What happened?
  3. "Center the Bug"

    FedEx. However, “left” implies it was voluntary. Initially leaving was their idea - you know.....that whole furlough thing. My role in the outcome began when they recalled me and involved flipping them the bird from my MD-11 right seat making twice what i’d make if I had gone back. One of the best decisions of my life - but, made under different circumstances than today.
  4. "Center the Bug"

    I'm going to guess and say you're at UAL? (unless there's another airline out there restricting altitude knobs to the PM only). That was their thing when I was there. The PF never set the altitude on the MCP even with the autopilot engaged. My next and then current airline were the exact opposite. The entire MCP including altitude knob was the PF's with autopilot on - the PM's with it off. FWIW, during my time at UAL the attitude about matching the heading knob was - do it. However, anyone who saw it could just reach up and do it at cruise regardless of who was flying. That wasn't written anywhere, it was just the way it was done.
  5. Pilot Shortage Deepens, USAF is SCREWED.

    Just FYI: Airlines give zero f#cks about this. Same training for all no matter how "airline ready" someone might think they are.
  6. "Center the Bug"

    I think you'd be disappointed. I don't care that much about it. I've just seen it screwed up enough and flown with certain folks who absolutely lack any level of mental flexibility to work outside the lines occasionally. Huggy asked and I tried to provide a semblance of a valid answer. Buddy Spike added another one.
  7. "Center the Bug"

    I'll take a shot at this. Before I do, I will caveat everything by saying I think Boeing's approach to heading bug logic is extremely flawed and I share your frustration with this tedious routine we follow as we fly. My frustration lies in the poor design of the system. However, I do feel that the technique of matching the bug is a necessary evil for a few reasons. I've flown four Boeings (737, 757, 767 and currently fly the 777). I've also flown the A320 and the MD-11. Without getting unnecessarily aircraft specific, I'll just say that there are far better ways to skin this cat and the heading select logic found in other aircraft is vastly superior in my opinion. As you mentioned, the logic includes removal of the bug when not in use. Some systems also can "remember" which direction the heading knob was turned prior to actually engaging the heading mode. In addition, some systems put the heading bug in a dormant state once the aircraft has captured the selected heading. By this I mean it's not always "hot" like on a Boeing and turning the knob to a new heading will not create an immediate turn. The button must be actuated again to begin the turn. I offer this info only to illustrate that someone's background in other aircraft can set up the potential for errors when "muscle memory" and former habits potentially surface at the wrong time during high workload situations. So having everyone start on the same page and keep them on that page when things get busy has huge value in my opinion. Also, FWIW, matching the bug to current heading is procedure at FedEx and was at United when I worked there - not sure about now. You may not be able to find that specifically addressed in your books but I would argue that's it pretty much procedural with most Boeing operators whether they put it in print or not. So, one of the big reasons we do this is standardization. We successfully put two (or more) pilots who've potentially never flown together and only met an hour or two prior together on flights routinely. A major reason this happens uneventfully every day is standardization. You didn't care about the U2 heading bug at times and at others you chose to do something with it you found helpful. In a single seat aircraft you have that luxury since your techniques and opinions are the only ones that matter. At "brand-X" you don't have the same leeway without creating the potential for confusion. I'm not trying to make matching the bug to your heading a bigger deal than it really is, but not doing it can lead to other issues - some big, some small. Maybe it's in the sim or out on the line, but depending on who you're crewed with, what seems like a little thing can turn into something big in rapid fashion. For example: While we all know assumptions are bad and making mode changes without verifying the variables is bad technique, I'm sure you've seen someone just reach up and push the heading knob when ATC clears you to "maintain present heading". Their assumption is the bug is matched - which at many airlines is a valid assumption since it's procedural (not excusing not checking first - but we are dealing with fallible humans). So, you get rushed and give the jet to the other guy in the descent so you can load and brief the approach. Today, you left the bug "over your shoulder" and it's not even visible on the ND. So, he attempts to comply with ATC's instructions and assumes the bug was matched. When the unexpected turn starts, he realizes it isn't and now has to recover. Recovery techniques are going to vary from rapidly dialing in your old current heading (if he remembers), using heading hold, going back to LNAV momentarily, etc. That doesn't even account for the startle factor which will vary based on proficiency level, fatigue, distraction, etc. and may delay the recovery attempt while he tries to figure out what happened. The bottom line is, a matched bug or even something close is going to be more forgiving of bad technique and avoid potentially bigger issues. On a side note - I highly recommend using "Heading Hold" when complying with "maintain present heading" for this very reason (technique only). Since your technique means the heading bug could be anywhere at any time prior to you using heading select, by definition, you have to select something you want with the MCP knob before you engage Heading Select ("center the bug before you mash down" as you put it). On the other hand, those who match the bug can immediately engage Heading Select and then turn the knob to the desired heading. That distinction is important. Since your technique involves an extra step, EVERY TIME you use Heading Select, that's something the pilot monitoring has to be looking for as well. Since it's non-standard, that's going incumbent on you to make sure he's aware that needs to be in his cross-check. For example, ATC gives you a 220 degree heading change "the long way around" to the right. Any heading selected on the left of your compass rose when the button is pushed is going to command a turn to the left. So, are you going to dial in your current heading, THEN engage Heading Select and then command the turn to the right? Every time?... no matter what? Would it ever be possible (habit, task saturated, fatigue, etc) you might first select the desired heading and then engage heading select commanding a left turn you would then need to reverse? I'd guess it's unlikely these issues are going become life or death matters. If they snowball thanks to a really bad day or just Murphy's law, they could still turn ugly with the FAA. Is it really worth any issues arising because you want to make a point? Most likely your airline pays you a pretty good bit of money to fly their jets and they want them flown their way. Why not make it easy on yourself and your crew members and play along?
  8. I need some advice

    I'm reading your post with a giant question mark over my head. What extra special insight have have you suddenly been granted while waiting in the OTS pipeline (whatever that is) that's allowed you to witness all this incompetence on the part of the AD USAF? You've spent 4 years in your current position and felt a strong enough call to seek out the OTS/UPT opportunity while somehow remaining unaware of the faults of the USAF? Now that you've been selected, what's changed? Do OTS candidates get on some kind of "Here's all the dumb shit we're doing in the USAF" newsletter mailing list or are you being brought into top secret Lockheed meetings you previously had been left out of? Seriously, what exactly are the "one disaster after another" you have been able to personally witness that's created this level of doubt? I'm not saying there's not plenty of issues with the AD USAF. Generally speaking, those issues don't rise to the level of pain required to make someone consider bailing on the AD until they're a mid-level O-3 approaching the end of their UPT service commitment. You usually don't see that low a pain tolerance in a brand new butter bar never mind a civilian who hasn't even started day-one or raised his hand and taken the oath. Go fly USAF airplanes - fighters if you can. The ANG is a great option if you can swing it without porking away the bird you already have in your hand. But, either way, spend your younger years doing one of the best jobs this country has to offer. Yes, there's a price to pay to do it, sometimes a really big price. I seriously doubt you'll find too many guys here who feel their choice was a mistake.
  9. Su-25 Down in Syria

    For the same reason I flew with a S&W .38 revolver from Jan to Mar of 1991.
  10. Apparently, we're all pretty stupid,...

    Agreed. He appears to be confused about his freedom of speech and the job he was hired to do. The first doesn't give him carte blanche to accomplish the second any way he wants. There's that whole syllabus thing. Since I'm pretty confident a HS syllabus doesn't include indoctrination into this little toad's world, he clearly went outside boundaries of what he was hired to teach.
  11. WTF? (**NSFW**)

    More like he commands them not to die. I'll bet they probably complied.
  12. Latest Movies

    Noted. So, when someone posts a trailer to an as yet to be released movie and the comment is "that movie was incredible" we're supposed to assume he meant the first one? Nah.... a little clarification would have made it a bit more clear. YMMV.
  13. Latest Movies

    ??? The one just above your post due for release summer 2018?
  14. The new airline thread

    It may not be on your list of potential employers, but from what I understand, FedEx is holding to the 12.500 lb. GW aircraft regarding flight time. Below is from their pilot credentials section: 1500 hours total fixed-wing time as pilot-in-command (PIC) or second-in-command in multi-engine turbo-prop A/C or jet A/C or combination thereof (GTOW 12,500). A minimum of 1000 hours total fixed-wing pilot-in-command in multi-engine turbo prop A/C or jet A/C or combination thereof (GTOW 12,500 or greater) is preferred.
  15. Trends in Air to Air Combat

    Concur with Kenny. Unless you can do a Millennium Falcon jump at the merge, no amount of currently available "transonic acceleration" is going to help. You would probably need to already be going 1.5+ to even have a prayer. If you're talking accelerating from turning speeds after a merge, forget it. Separating from an aware 4th Gen or better fighter at the merge or even worse, post-employment from a valid WEZ ain't happening without weapon failure or pilot error.