Captain Check Ride - Satisfactory

It's done. Eight years, 6 months and 23 days after starting at my airline I've finally made Captain. It wasn't easy, but it wasn't hard.

The stress level was much lower since I had flown the aircraft before as a new hire. That was a double edged sword as I didn't study as hard as I would have if the aircraft had been new to me.

The check ride started with a pre-flight inspection via a slide show. I did very good except I had one error. It was satisfactory (the highest possible rating....only passing rating).

My First Officer was a check airman. He would be perfect, but could provide ZERO assistance. If I made a mistake he could not say anything. This is what annoys me about 121 check rides.

The ride started in JFK. I taxied out to the runway, low visibility takeoff. I climbed out and was cleared for air work.

Steep turns are something that is never done in the real aircraft. I only practiced them twice in the simulator. It's an odd maneuver as the aircraft warns of high bank angles by stating "Bank Angle!" over the speakers. A bit startling.

Mine last night were not perfect, but satisfactory. I was a little high...a little low....a little fast....but satisfactory.

I then did three approaches to stalls, clean, takeoff and landing. All done fine.

Our destination was suddenly closed and we were directed back to JFK. Low visibility operations were in effect, Category II approach.

My aircraft has no HUD so Category  II approaches are a little funky. The First Officer flies to approach while I look outside. If I see the runway I take over and land. If I take over and have to go around I fly the missed approach. If I don't see the runway he flies the missed approach. The ceiling and visibility were right at minimums.

Sure enough I saw the approach lights and runway right at 100 feet. I quickly stated "landing" and pushed the First Officers hands off the thrust levers. Done.

We were then zapped back out and flew the approach again. This time when I took the controls to land I was given a go around due to a truck on the runway.

On the climb out a bird entered the left engine. Checklist were run and we entered a hold. During the entry the First Officer was running the checklist and I failed to notify ATC of entering the hold, minor but I corrected it.

Emergency declared we headed back in for a GPS 22L approach into JFK on the remaining engine. Weather came up for minimums.

Short final another truck came on the runway (dang airport vehicles!) and we were sent around.

This is where I almost made a fatal error.

The missed for 22L is straight to one fix then a turn to another for a hold. A single engine missed is a little more busy than two engines. I forgot to call for lateral navigation right away. In the real world the First Officer would speak up. Last night all he could say was "well there goes Foler!". I thought "that's odd for him to say that."

http://flightaware.com/resources/airport/KJFK/IAP/RNAV+(GPS)+Y+RWY+22L

I looked down and quickly called for nav mode. Thankfully I was within tolerances.

Vectored back in for a single engine ILS. Landed finally.

Taxied to the end for another takeoff. Had to abort due to some red light. Lined up for another. On this one the engine flamed out at V1. Climbed out and ran a checklist...it came back.

Weather cleared and we were told to slow for traffic. Flaps failed. Final approach was a no flap landing.

In and done.

I was deemed worthy of Captain.

I now have a few days off. It's been a crazy week as Monday I got a nail in my car tire. Normally not an issue but my tires are unique (BMW I3...they make only 1 brand and model of tire for my car) and there are none in the entire state. It was a "nice" birthday gift as I also turned 39 Monday.

The day of the check ride I broke a huge piece of glass in the house and cut my finger. It all seemed small though as I was handed over my new license.

Next is one more simulator (line flight in real time) then I get to fly the real aircraft.

For the time being I will be a commuting Captain, but a bid just closed...and I should hold Captain in my current base.....but on yet another entirely new to me aircraft. Yep....collecting type ratings.

Smoked filled flight deck

Day 3 of simulator training. My First Officer is progressing well. The instructor is the same instructor I had when I was a new hire.

After each 4 hour sim session there is a debrief over what happened during the sim session. Thankfully the items I made mistakes on were very light. I credit the 8 years of being a First Officer and my 4 years experience on the same aircraft from the right seat. My First Officer has only been at the airline for a year. He is brand new to the jet.

Today involved emergency descents, DME arcs, and localizer approaches.

My first approach was runway 2 at KSGF with the glide slope inoperative. During the climb out from the missed approach (tower told me to go around AFTER the mains touched the runway) we got a cargo fire. It got busy as I called for the aircraft to be cleaned up, fire check list run and entering a hold. The holding fix was just 6 miles north of the airport.

ILS 2 chart

The First Officer had just finish running the cargo fire checklist when I crossed the holding fix. I declared an emergency and took over the radios. Right then the Flight Attendant called stating the cabin was filling with smoke.

The simulator has a smoke function. The flight deck began filling with smoke. We donned oxygen mask. We were then given the runway 14 approach glide slope inoperative with the SGF transition. How appropriate as that was the holding fix from the last approach. I had the First Officer run the smoke removal checklist.

ILS 14 chart 

We exited the hold and were quickly at the BVRLY fix to do a hold in lieu of a procedure turn. No time to hold and wait for the smoke checklist to be complete I turned final and began descending.

I told the First Officer to tell the Flight Attendant we are 3 minutes from landing, will be evacuating on the runway and the signal would be emergency lights on and seat belt sign off.

Runway in sight I was slightly right of course. I corrected and planted the aircraft on center line. Maximum braking and reverse. The instructor came over the radio and said "DO NOT EVACUATE". He knows me and knew I was going to take the situation to the end. Ah it was fun anyway. He cleared the fire.

I taxied to the gate and we were done.

Tomorrow is yet another adventure.

Oral passed

Passed my Captain oral yesterday. The day before that I passed the systems written with a 99. I missed one tricky question.

The oral went okay. I stumbled on two easy questions. During an oral exam the examiner will not acknowledge right or wrong questions. They just take the answer and move on....probing more if needed. As long as I kept talking, the event wasn't over.....just like as long as the sim keeps moving...the ride isn't over.

The examiner was satisfied with my knowledge. It is a double edged sword being in the right seat for 8 years. Over this time I filled my bucket with a lot of knowledge.  A few years ago I stated I was ready for Captain after 4 years. I was wrong.

Next up is the simulator. I have a 8:30 AM showtime. I'm looking forward to flying the jet I was first hired into....for now a simulator will do.

Kryptonite for Pilots

I haven't flown in a month.

Every weekday I've been in an office building from 7 AM until 4 PM. Being confined all day in a building if kryptonite for pilots. I left an office job to come here!

Ground school is almost over. Oral on Wednesday. I start simulator training on Friday. Looking forward to settling in to my new seat.

It helps lower the stress immensely that I've flown the aircraft before and am very familiar with the aircraft and systems. This whole systems ground school has been more of a review than an introduction.

The four other pilots in my class are all fairly new, been on property for barely a year. This is a lot more stressful for them.

My memory is good

So the first day of Captain training....and I was the only student in the class...again.

For the last few years, for various reasons, I have been either the only student in recurrent training (twice) or with just one other student.

Yesterday I just laughed when I found out I was the only Captain upgrading this week. The first day was "Captain Day". It's a class where you are told how to lose your job how to be a Captain.

Today I arrived on day one of aircraft day. I'm the only Captain with 4 First Officers. They, like me, are coming from another aircraft.

Going through the manuals I remember quite a bit. It's been 4 years, but a lot came back to me. Going through the Captain flows I'm feeling very comfortable. Of course it's only day one.

It's Over

In theory I'm done sitting in the right seat of a regional jet. I flew my last flight yesterday.

I am supposed to start computer based training for my next aircraft next Wednesday. In reality I've been studying for a month.

My last turn was uneventful. The Captain was hired just 6 months before me, but has been Captain for almost a year. Timing is everything.

For now I will post the first photo of my "old" plane. I'm looking forward to the view from the left seat.

Fog

I’m currently sitting in a very comfortable business class seat on a 777. The nose is pointed toward home. 

This is my last full month as a regional First Officer. I start training as a Captain next month. That day can’t come soon enough.

Being a Senior First Officer has it’s perks and negatives. The perks are I get to fly the trips that I find most desirable .For the most part I work only when I want and where I want. This month that meant late starts on Wednesdays and early finishes on Saturdays. This is really what my wife wanted. 

Ideally being in the top 10% I’d be flying day trips. Due to a myriad of things beyond my control, all I can pick from are four day trips.

The first trip of the month was all up north. This week I flew all down south. South is preferable in the winter as it means warmer temps and less of a chance of having to deice.

The trip started okay. Flying with a very senior Captain I’ve flown with before. When I say senior I mean it. He was hired 30 years ago and has enjoyed the life of a Captain for 29 of those years. He’s very set in his ways and tends to ignore input from First Officers. 

Contrary to the belief of new hires, if things go wrong on the flight deck both pilots do a carpet dance (AKA head down to the Chief Pilots office or FAA questioning). I take my tickets seriously. I refuse to put up with foolishness. I make Captain decisions and recommendations even though I sit in the right seat. I don’t step on toes, but I don’t take it and deal with it either. Most of the time this isn’t an issue. With this guy it is.

Several times over the trip I had to repeat myself as he ignored things I stated previously. This could have been my takeoff briefing, aircraft condition, weather ahead or just about anything else I discussed. It was tiring to say the least.

Today is day 4. It started with a 3AM wakeup call for a 4AM van for a 5:05AM departure. Early.

We arrived and hoped to get the 3 legs done quickly before deadheading home. We were flying in and out of an airport where we used to have a base, but it has since closed. 

It was very foggy outside with just ¼ SM visibility. Enough for takeoff but not to return. When I finished my preflight I was stowing my jacket when the Captain asked ,”Hey what’s the minimum oil we need to start an engine?” I replied, “8 quarts…...how much do we have?” 

“Yeah I think that’s right, let me look it up.” he stated. I knew I was right….he likely knows I’m right...but he’s looking it up? Why ask? 

We were about 1 quart low. The crew that brought the plane in last night likely knew it was low, but failed to let anyone else know. Delayed. 

There aren’t many mechanics around at 5 AM on a Saturday. I let the station manager know via the radio. The Captain, sitting right next to me, asked if I would let the station manager know. Yep.

He then called our operations and got the ball rolling on getting a mechanic. ETA was 6AM. I again let the station manager know. 

We only had 50 minutes to connect to the next flight. Since we had no base, there were no reserves to call to staff it, they would simply have to delay the flight. 

Then things got worse. Weather at the hub was ⅛ SM. I was supposed to fly three flights and then spend 2 hours sitting around until my deadhead flight. After returning to base I planned on rushing home, packing a backpack, and heading back to the airport to catch a flight over to Detroit for the North American International Autoshow. I go every year. As planned I’d get in at 10PM, hotel by 11PM meaning I’d be awake for 20 hours. That was all in question.

The mechanic arrived early. Again it was just oil. Weather at the hub was ¼ SM mile and expected to improve. Surprisingly there was no CAT II approach. We could still takeoff and at worst head to an alternate. At best the weather would improve. We are allowed to takeoff if the weather is below mins now BUT expected to improve by the ETA.

I asked the Captain if he would like to board since it was just oil. He declined. He wanted to wait until the oil was done. Fine.

Oil done. I asked if he wanted to board. He declined. He now wanted to wait until the mechanic was done with the logbook. 

Finally all done. The weather was holding at ¼ SM. He said he wanted to send a message to the dispatcher about the weather. Earlier he called….now he uses text. His commute flight home wasn’t until 2:30 PM. He had no hurry. Ten minutes later he said we could board. Boarding started. This is about 45 minutes after the oil had been completed. If we had boarded then we would have been in the air by now. 

The dispatcher called the station. She wanted to delay the flight as weather had dropped back to 1/8SM. And so it began...ground stop for an hour. Then another hour….then another hour.

At 9:20 AM weather was up to ½ SM. Another airport close by was at ¾ SM.  After letting the Captain know, I asked if he wanted to at least board. Not yet. Fine.

I was beginning to get tired. All hopes of connecting to my deadhead flight and getting to Detroit were gone. I asked a buddy who works for Delta about a direct flight from the hub I was flying to. He said it looked decent. Going direct meant I’d have to wear something in the suitcase of clothes I’d been toting for 4 days, but at least I could see the show.

Getting more tired. I checked and saw that I was going to be illegal at 2:05PM. This was due to FAR 117. 

At 9:31 the ground stop was lifted. Half of the passengers had given up and left the airport. After getting the clearance we were told our window for wheels up was 9:58 to 10:02. 

Being on a regional jet is a plus sometimes as there are fewer passengers to board. We loaded up and taxi’d out at 9:50. The Captain turned to plane ontp runway 29 and I took over the controls at 10:00 AM. Away we went. 

Smooth air. Most of the early morning diversions were international flights. Since most were "heavy" it took a awhile to get the refueled and filed. I know at least one that had to be recrewed as the pilots timed out. 

I expected to be slowed enroute, but there were no delays. I made a decent landing and we went straight to an open gate.

The inside of the terminal was crazy busy. My deadhead flight was already delayed by 2 hours. I decided to try and go standby on an earlier flight that was delayed until my original flight departure time. It worked. I scored a business class seat. 

I walked off the plane at 3:05 PM. I pulled in my garage at 4PM. I then quickly packed a backpack, kissed my family and pulled out of the garage at 4:25PM. At 5:50PM I was sitting in a First Class seat waiting to depart for Detroit. 

After a nice dinner and a few cocktails the flight landed in frigid Detroit. 

The Autoshow was great. I arrived before it opened and saw everything I wanted in 3 hours. 

Glad it all worked out.