ultrarunner
Well-known member
- Joined
- Nov 26, 2001
- Posts
- 4,322
my last FSI recurrent they highlighted that the decision should have already been made, prior to hitting V1. The decision does not occur at V1.....
Hense the 'minus 20' callout.
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my last FSI recurrent they highlighted that the decision should have already been made, prior to hitting V1. The decision does not occur at V1.....
Hense the 'minus 20' callout.
I'm a firm believe of anybody desirous of an upgrade, whether to PIC or an initial type rating, perform a raw data ILS approach to MAP. Maximum deviation allowed is one dot from center as long as the applicant starts an immediate correction.
Never heard of a "minus anything" call out in any plane I have trained on...
121 large airplane thing, for some operators. References V1.
In training? Sure. On the checkride? I don't think I'm such a big fan. The PTS does give the examiner the discretion to make the applicant do a raw data ILS, but IMHO (and MHO only) the examiner had better be able to justify the reason as to why the applicant all of a sudden lost his flight director.
It depends. If your GOM says you will go post V1 (if the aircraft is capable of flight) then you go. Runway length is irrelevant. Stick to your SOP then there is no chance for any mis-understanding.Runaway stab trim after v1 but prior to vr on a 12,000' runway with a balanced field of 3500'?
No clear cut answer on that .... but if any examier would give you that senerio he/she is a total a-hole.
That is approaching loss of control, which is an emergency, use emergency authority do what you need to save the situation. How about both engines flame out at Vr? Worry about CYA after the fact. SOP is for normal procedures.It depends. If your GOM says you will go post V1 (if the aircraft is capable of flight) then you go. Runway length is irrelevant. Stick to your SOP then there is no chance for any mis-understanding.