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PDT Aug 24 Class
- Thread starter PA31Ho
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skychicken
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skychicken
Well-known member
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PA31Ho said:
Your time has nothing to do with it. I got pushed back and the guys that got the groundschool in front of me had half the time I did. Its still a free for all so think positive. Also if you have the disk already, start studying that stuff now. The more you know before you get there, the better off you are. I learned that the hard way!!!
skychicken
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Well don't expect them to give you much notice. If they didn't give you a class date right off the bat, they will probably call you about 4 days before it starts and ask if you want in. That was my experience anyway. I just wish I would have studied more before they did that like everyone told me too!!
Good luck to all of you waiting hope you start soon, I don't like resereve!!!
Good luck to all of you waiting hope you start soon, I don't like resereve!!!
skychicken
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I have only been on reserve for a month in LGA and its not too bad as long as they are using you, but when you sit there it really sucks because to be 90 min from the airport you can't go to manhatten or anywhere else thats fun.
As far as studying, I would try to get the limitations all memorized and the weights for all three airplanes and a good understanding of the airplane systems.
As far as 121 regs the only one that it would help to have someone go over with you is the altrnate planning and the 3585 rule. They covered it with us, but they didn't do it enough that everybody fully understood it.
As far as studying, I would try to get the limitations all memorized and the weights for all three airplanes and a good understanding of the airplane systems.
As far as 121 regs the only one that it would help to have someone go over with you is the altrnate planning and the 3585 rule. They covered it with us, but they didn't do it enough that everybody fully understood it.
lear24
Country pilot
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- Nov 28, 2001
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Here's a little advice on preparing for training and class I found. Good luck guys:
Know the limitations for all three models inside out before you show up, then you'll just have to review during the first week for that test. Know the engine limitations by engine model number and airplane model number (i.e. 120A, 123C, 123 for the 102, 201, and 311, respectively). Read every bit of the systems stuff that you have time for, then take the test included in the CD, it'll be easy to go back and find the answers if you don't remember them. It is expected that you have done a lot of studying from the CD before you show up for class, just get into study mode now and don't stop throughout training. Once you're there resist the urge to lay back and let it all happen, stay ahead of class, re-read the material the night before so that class is a review. Pay attention in class, and write down every bit of what is covered that you don't already know firmly. Review your notes for the systems final, read the questions carefully, and you should have no trouble. While in and around the training building, do not complain about how rough it is, how things are structured, or blab about how many beers you drank and how much TV you watched last night. You are being listened to and building your reputation from day one. Be professional, attentive, and courteous throughout the entire experience, even when you're unhappy and burned out. Don't fall asleep during the videos. (I know, he left the room and no one will notice... Wrong.)
Know the limitations for all three models inside out before you show up, then you'll just have to review during the first week for that test. Know the engine limitations by engine model number and airplane model number (i.e. 120A, 123C, 123 for the 102, 201, and 311, respectively). Read every bit of the systems stuff that you have time for, then take the test included in the CD, it'll be easy to go back and find the answers if you don't remember them. It is expected that you have done a lot of studying from the CD before you show up for class, just get into study mode now and don't stop throughout training. Once you're there resist the urge to lay back and let it all happen, stay ahead of class, re-read the material the night before so that class is a review. Pay attention in class, and write down every bit of what is covered that you don't already know firmly. Review your notes for the systems final, read the questions carefully, and you should have no trouble. While in and around the training building, do not complain about how rough it is, how things are structured, or blab about how many beers you drank and how much TV you watched last night. You are being listened to and building your reputation from day one. Be professional, attentive, and courteous throughout the entire experience, even when you're unhappy and burned out. Don't fall asleep during the videos. (I know, he left the room and no one will notice... Wrong.)
skychicken
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We must of been in the same groundschool lear24!! I know they'll not be happy if you are not paying attention in class. Even if you know your stuff they don't care.
Also something to think about, they give you small pictures (8.5X11) of the sim to study your flows, but you might want to get some blown up cockpit posters from avsoft for 40 bucks. It will make learning the flows easier.
Also, some guys get a week off between ground and the APT and sim, but others start the next day. Just because they say you have a week to look over the stuff for the next phase of training doesn't mean that it will be true!!
like in flying stay ahead of the game because once your behind its is a bitch to catch up!!!
Also something to think about, they give you small pictures (8.5X11) of the sim to study your flows, but you might want to get some blown up cockpit posters from avsoft for 40 bucks. It will make learning the flows easier.
Also, some guys get a week off between ground and the APT and sim, but others start the next day. Just because they say you have a week to look over the stuff for the next phase of training doesn't mean that it will be true!!
like in flying stay ahead of the game because once your behind its is a bitch to catch up!!!
skychicken
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PA31Ho
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The questions below are because they aren't in the packet they gave us... at least not that I could find anyway.
Cabin Duct Hot caution light will cause which valve to adjust to the full cold position? I'm assuming pack valve.
An ACM Pack Hot caution light on the Dash-8-102/201 will cause what automatic function?
How can the ACM on the Dash-8-311 be shut down without shutting off the engine bleed air source. I'm assuming the Nacelle Shutoff Valve.
When operating the Dash-8-201/311 APU bleed air on the ground, what position must the MIN/MAX selector be in?
Can an AC Generator be MEL'd?
If the #2 system has no fluid how do you retract the gear? I'm guessing it would have something to do with the PTU.
What is the max airspeed with a RUD full press caution light?
Thanks in advance for the help. They gave us a 90 question test for systems and a 50 question test about company/121/SABRE. Too bad they only give you a week to do it all. But not like I have anything else to do (seriously). I'm officially jobless for another week - can't be too bad.
-Nick
Cabin Duct Hot caution light will cause which valve to adjust to the full cold position? I'm assuming pack valve.
An ACM Pack Hot caution light on the Dash-8-102/201 will cause what automatic function?
How can the ACM on the Dash-8-311 be shut down without shutting off the engine bleed air source. I'm assuming the Nacelle Shutoff Valve.
When operating the Dash-8-201/311 APU bleed air on the ground, what position must the MIN/MAX selector be in?
Can an AC Generator be MEL'd?
If the #2 system has no fluid how do you retract the gear? I'm guessing it would have something to do with the PTU.
What is the max airspeed with a RUD full press caution light?
Thanks in advance for the help. They gave us a 90 question test for systems and a 50 question test about company/121/SABRE. Too bad they only give you a week to do it all. But not like I have anything else to do (seriously). I'm officially jobless for another week - can't be too bad.
-Nick
LowlyPropCapt
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1. pack valves
2. Bleeds close
3. 300 pack switches have an off position
4. hmm don't know the book answer... I'm guessing they want 12 O'clock position in the 200 and norm in the 300... they both do fine at max.
5.no
6. you cannot... Ptu uses number 1 system pressure to move number 2 system fluid. With no fluid on the number 2 side that won't work.
7. 200 kias
2. Bleeds close
3. 300 pack switches have an off position
4. hmm don't know the book answer... I'm guessing they want 12 O'clock position in the 200 and norm in the 300... they both do fine at max.
5.no
6. you cannot... Ptu uses number 1 system pressure to move number 2 system fluid. With no fluid on the number 2 side that won't work.
7. 200 kias
lear24
Country pilot
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How can the ACM on the Dash-8-311 be shut down without shutting off the engine bleed air source. I'm assuming the Nacelle Shutoff Valve.
By turning off the pack with the respective pack switch (off-man-auto switch).
When operating the Dash-8-201/311 APU bleed air on the ground, what position must the MIN/MAX selector be in?
201 - twelve o'clock position or max if needed.
311 - norm or max if needed.
311 - norm or max if needed.
Last edited:
LowlyPropCapt
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Derived Values are what we add to the ceiling and visibility requrements for listing an alternate.
For Airports with one NAV Facility (I.E. ILS only) - Straght in or circling apporach:
Add 400 Ft to HAA or HAT and 1 AM to visibility minimum
For Airports with two nav facilities (I.E. ILS and VOR) - Straight in approaches to different suitable runways:
add 200ft to the Higher HAT and 1/2 SM to the Higher Visbility minimum.
DCA is an example of an airport where although it has two different approaches to different suitible runways it is still better to add the 400 and 1 to the ILS because adding 200 and 1/2 to the higher of the two results in a higher min.
For Airports with one NAV Facility (I.E. ILS only) - Straght in or circling apporach:
Add 400 Ft to HAA or HAT and 1 AM to visibility minimum
For Airports with two nav facilities (I.E. ILS and VOR) - Straight in approaches to different suitable runways:
add 200ft to the Higher HAT and 1/2 SM to the Higher Visbility minimum.
DCA is an example of an airport where although it has two different approaches to different suitible runways it is still better to add the 400 and 1 to the ILS because adding 200 and 1/2 to the higher of the two results in a higher min.
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