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Summary of NFO flight school
- Thread starter Pat1USMC
- Start date
You'd have to be walking from TRADR to NPA for it to take 57 minutes. n00b.
You're in advanced, you should know this.
You'd have to be walking from TRADR to NPA for it to take 57 minutes. n00b.
Maybe I am going to Memphis for BBQ at the Rendezvous
Just wait till you get to VT-86...hah.
Not sure, unless you're saying it should be rounded to 60 minutes..
I was thinking maybe I am not supposed to use my jet log for anything, but I've never heard that applied to time-to-go unless you get an enroute change of flight plan (which is another good reason to go on a cross country).
Wow. They ARE hardcore, huh?
Wow, It's been since 2000 since I went through and almost forgot about all that. Thought it had been dislodged out of my brain until seeing that. It is pretty good gouge. Just hope you don't get a SCREAMER as an instructor that you forget everything that you learned. For the bubbas that are going VP and other, do they still go to Randolph AFB or have they stopped that and send them to VP-30 and/or Tinker?
We have a winner!
Correct.... you should never use your jet card for anything. What if you have more or less wind than planned? That 57 minutes could turn out to be 50 minutes or 70 minutes. If I'm going to have more gas, great. I want to know that because it will give me more options if something goes wrong. If I'm going to have less gas, the earlier you know the better. What if you wrote down the wrong heading or TACAN channel on one of the legs? Now you are flying the wrong course to the next point or possibly navigating to the wrong navaid.
Like Richard said, the jet log is a handy place to add up all the distances since they won't change.... assuming you fly the EXACT route you filed. But as soon as ATC says "Cleared direct *where ever*...", your jet card is worthless.
Bottom line, the jet card is for planning. You should have your charts out in the jet and use them to navigate. Would you fly a low level without looking at a chart? Hell no! An airnav is no different. Level off, set airspeed, GS check, figure out distance remaining, calculate new ETA and fuel.
Go see Capt Seelmann for your Coke. I'll pay him back later.
Roger, and another good tip, as you will fly with an instructor at some point who will either 1) change your flight plan with ATC in flight, or 2) take away your jet card.
Or both.
Or both.
Was re-reading this thread now that I'm intermediate complete to see how much still applied, and Kickflip's gouge is still spot on. I just wanted give some VNAV/T-1 advice while it's still pretty fresh.
For VNAVS (T-6 and T-1):
Learn the difference between compensating for winds, and applying corrections. As Hozer will attest, this tripped me up on multiple VNAVs. The way I like to keep them straight is that compensating is preventing the problem from getting any worse, (ie, you're 12 seconds slow, speed up five kts to prevent yourself from getting slower), while correcting is getting yourself back to where you should be (ie, increasing speed 25kts for 2mins to get back on time). Trust me, getting this down will prevent you from ping-ponging back and forth across your course line, and pissing off your pilot in the process.
For T-1s: Practice, practice, practice the checklists. Yes, they're a pain in the ass, and you'll never have to do air force style checklists again, but not knowing how to run trim/autopilot checks or the engine startup sequence etc.. sets a bad tone for the flight. It sucks not having a sim, but run them in the static mockup, and take full advantage of your FAM-0 to figure out how everything works.
Also, learn how to read the gauges, especially fuel. I can't tell you how many times I messed up fuel calcs in the T-1 because I glanced over quickly and read the gauge incorrectly.
That's all for now, I'll add to this if I can think of anything else.
For VNAVS (T-6 and T-1):
Learn the difference between compensating for winds, and applying corrections. As Hozer will attest, this tripped me up on multiple VNAVs. The way I like to keep them straight is that compensating is preventing the problem from getting any worse, (ie, you're 12 seconds slow, speed up five kts to prevent yourself from getting slower), while correcting is getting yourself back to where you should be (ie, increasing speed 25kts for 2mins to get back on time). Trust me, getting this down will prevent you from ping-ponging back and forth across your course line, and pissing off your pilot in the process.
For T-1s: Practice, practice, practice the checklists. Yes, they're a pain in the ass, and you'll never have to do air force style checklists again, but not knowing how to run trim/autopilot checks or the engine startup sequence etc.. sets a bad tone for the flight. It sucks not having a sim, but run them in the static mockup, and take full advantage of your FAM-0 to figure out how everything works.
Also, learn how to read the gauges, especially fuel. I can't tell you how many times I messed up fuel calcs in the T-1 because I glanced over quickly and read the gauge incorrectly.
That's all for now, I'll add to this if I can think of anything else.
