RI sims and jet log questions

[Squid]

I'm just getting into the block where jet logs are required for the canned sim routes. My questions are as follows:

1) Given that these routes go both east and west, what altitudes should I use? For the sims, do I pick one altitude, or do I split up the legs (i.e. west is even)

2) For a SID (NAVY1.PADRE) in this case, how do I make my first jet log entry for navaids/course/distance/climb data?

3) Temps aloft. Do I use standard day temps?

As you can see I'm trying to get a jump on all of the jet logs/DD175's so I dont have to worry about them the night before. Thanks in advance.

 

[bch]

1. Plan for the predominant direction. IE if the majority of the route is East, plan for that.
2. In the GP it answers this. I don't have it in front of me, but I am pretty sure you just write out the coded name for the SID to be flown as the first item in the "route of flight" section

3. I don't remember doing the temps aloft. However in advanced, I always just looked up the temps for the current day on ADDS and used that.

I HIGHLY reccomend finding those that have come b4 you that are still at the command and asking them to look over your stuff. It is still fresh in their mind and was just cut to shreds by Payne or Farebacher, so you can know what they are looking for.

 

[tali264]

for all my jet logs...I used the direction of my first leg.

for the SID, I always wrote ranger 5 or whatever. Then in the little blue book they give you, it states the distance. In the real approach plates I figured the distance out. For direction I put which was the main direction (for climbing and also cruising). time to climb is based on 1500 feet per minute up to whatever you choose for your altitude. Navaids - depends on what departure your using. I put whatever I was going to have set up on takeoff. So if I needed both Truax, then I put 114.0 and 87X. But if I only needed dme and then corpus international, then I'd have 115.5 and 87X. I wouldn't really worry about it though, most instructors don't care what you put as long as you get it right in the sim.

temps aloft. you never have to use that. for the first block and most of the second you don't even use winds. you just have 165 for your true/ground speed. There are a couple sims in the second block where you need to get a weather brief (not a real one, just a copy they hand you). And even for these you don't have to find out your true airspeed. So no need for temp aloft. When you're actually in the sim and have to do calculations, then just look at the temp gauge. (or I actually had a couple instructors say I needed to ask them since normally I would be in the back cockpit and wouldn't be able to see it).

Make sense???

 

[Squid]

It makes perfect sense. I've heard the sim instructors just glance over it and say, "ok, let's go fly". I'm trying to get it juuuuuust right. There's a lot riding on RI's.

BTW, what kinda EP's are given in the sims. I had one unexpectidly thrown at me. Should I expect EP's every flight from now on? Thanks.

 

[bch]

yes, I had at least 1 per flight. Definetly expect them if the sim goes well (they don't have to stop it repeatedly or have to shoot the approach over and over) I had everything from Engine failures on the missed to fires, electrical failures... on and on

 

[PropStop]

man, if i had to do a jet log now I'd be in a world of trouble. good thing they teach it to us back in primary...

 

[McNamara]

I've heard the sim instructors just glance over it and say, "ok, let's go fly".

Actually, the squadron instructors say that. Some of the sim instructors will correct you on **** that even an FAA inspector wouldn't care about, but they're just trying to help you get it right in the future. It usually doesn't hurt to be a little anal - it would have saved my instructor and me some trouble on our cross country!

Good advice from the other guys, and just have a student who's a bit ahead of you look at it. RIs kinda suck in 34s, but that's just because it's a new skill and the plane's instrument suite blows (decent GPS though). The stuff you practice in the next few weeks will be pretty much 90% of what you need for instrument flying during the rest of your career. Advanced is just more practice, not much new info. Have fun!

 

[Bevo16]

man, if i had to do a jet log now I'd be in a world of trouble. good thing they teach it to us back in primary...

That's what PFPS and Falcon View are for. Not only is it a lot easier, it's a hell of a lot more accurate. Maybe the day will come when they stop teaching all that stupid jet log BS in API and Primary and give the Stud's a jump on learing the method that they will actually use in the fleet. That would make way to much sense.

I just wish that someone would come up with a program to do our weight and balance. We had one for the T-34, I don't see why we can't get one for a Seahawk.

 

[PropStop]

PFPS is my wet dream. That program friggen rocks. Bevo, do you guys still run charts in your Natops for tests? The p-3 Natops is filled with wonderful charts to run in order to determine all kinds of things you usually don't care about. Man it suuucks. PFPS, however, is many times faster and you cannot fat finger it. you can still screw it up, if you put bad data points in, but otherwise it pretty much rules.

 

[zab1001]

PFPS is my wet dream. That program friggen rocks. Bevo, do you guys still run charts in your Natops for tests? The p-3 Natops is filled with wonderful charts to run in order to determine all kinds of things you usually don't care about. Man it suuucks. PFPS, however, is many times faster and you cannot fat finger it. you can still screw it up, if you put bad data points in, but otherwise it pretty much rules.

The charts certainly do suck suck suck, and they are a b!tch to learn/use (or re-learn, as I am now). BUT you'll love the fact that you do know 'em when some too-tired Flight Engineer fat fingers or uses the wrong chart and you catch it. We're all there to back each other up.

As far as electronic aids go, OPARS OPARS OPARS.

 

[Bevo16]

PFPS is my wet dream. That program friggen rocks. Bevo, do you guys still run charts in your Natops for tests? The p-3 Natops is filled with wonderful charts to run in order to determine all kinds of things you usually don't care about.QUOTE]

We don't have any of the charts on our NATOPS exam, but we did have to demonstrate that we knew how to use some of them during the brief for our check flight. I am sure that our charts are totally different than yours, but the last 50 or so pages in NATOPS is still not someplace that I like to study on the weekends. :sleep_125 I bet you have all kinds of crazy fuel flow charts with variations for having different engines shut down at different altitudes. We pretty much always burn 1000 lbs of fuel an hour. Our biggest concern is having enough power available if we were to lose an engine. DA, PA, Weight, Temp, have a huge effect not just on our engines but the rotor system as well. As you can imagine, some of our charts are total nightmares.