CPT on right seat
Our RHS checks consist of EFATO, OEI go around, OEI approach and landing, an RTO and evacuation. There are no requirements for any extra LVO procedures as the LHS pilot is always PF for that.
We have had periods in the past where some captains were RHS checked, particularly in smaller, remote bases where it would be difficult to bring in cover from another base. Nowadays though, I think it is only for trainers.
We have had periods in the past where some captains were RHS checked, particularly in smaller, remote bases where it would be difficult to bring in cover from another base. Nowadays though, I think it is only for trainers.
Only half a speed-brake
Same here, and hence the point. The PM in RHS needs special qualificaiton for that which involves specific SIM training and checking. All the F/Os have it.
CAPT who just happens to sit on the opposite side for the day... It depends on the regulators viewpoint, probably. Just being curious about how the world runs beyond our playground.
CAPT who just happens to sit on the opposite side for the day... It depends on the regulators viewpoint, probably. Just being curious about how the world runs beyond our playground.
Intersting.
In RYR the RHS pilot is PF for the approach up to minimums. The Capt is PM at this point and looking for the lights. At minimums the Capt either calls go around or continue. We use the "continue" call as a command to switch over controls in this instance only. Therefore the landing while flown by the aircraft, it is now Captain who is PF and RHS pilot who is PM.
If the call was go around at minimums, roles would remain the same, and the go around is flown by the RHS pilot. Hence why in RYR we need to do LVO as part of our right seat check.
FWIW and to confuse everyone further, if a go around was required below minimums roles don't change back, as the Captain is already now the PF he would remain PF and complete the go around.
In RYR the RHS pilot is PF for the approach up to minimums. The Capt is PM at this point and looking for the lights. At minimums the Capt either calls go around or continue. We use the "continue" call as a command to switch over controls in this instance only. Therefore the landing while flown by the aircraft, it is now Captain who is PF and RHS pilot who is PM.
If the call was go around at minimums, roles would remain the same, and the go around is flown by the RHS pilot. Hence why in RYR we need to do LVO as part of our right seat check.
FWIW and to confuse everyone further, if a go around was required below minimums roles don't change back, as the Captain is already now the PF he would remain PF and complete the go around.
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Non issue!
I can’t see the problem, as far as I remember when I pull the stick back the houses sill get smaller. I know that some I fly with don’t like low ranking from the right seat ( and one refused to be PF from the right seat ) but my feeling is this is more about brushed ego than ability to fly from the right seat.
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12 minutes per year!
Come to think of it I think we do it every 6 months, so maybe 24 minutes after check complete in sim
No restrictions, feels weird , but then again we all have some hrs in that seat!
And unless you work in the UK it is no rating and it is simple!
K.I.S.S.
PS! Cod is in: Gone fishing, Sitting in any seat!
No restrictions, feels weird , but then again we all have some hrs in that seat!
And unless you work in the UK it is no rating and it is simple!
K.I.S.S.
PS! Cod is in: Gone fishing, Sitting in any seat!
No issue at all. If you have a RHS OPC. In all these posts I assume that you are talking about two captains flying together. In the real world of the RAF we used to swap seats between the FO and the Captain every trip so every second trip the FO flew in the LHS whilst the Captain was in the RHS for normal crews and normal operations. It made no difference which seat we were in and the FO got experience in the LHS and taxying.
Nothing to see here, move along.
Nothing to see here, move along.
From a legal standpoint, the requirements are
I guess any extras, over and above this is dependant on company procdures, as is demonstrated with the monitored approach in RYR for LVOs. Other restrictions like being PM only may come from other factors like insurance requirements
ORO.FC.235 Pilot qualification to operate in either pilot’s seat
(a)
Commanders whose duties require them to operate in either pilot seat and carry out the duties of a co-pilot, or commanders required to conduct training or checking duties, shall complete additional training and checking as specified in the operations manual. The check may be conducted together with the operator proficiency check prescribed in ORO.FC.230(b).
(b)
The additional training and checking shall include at least the following:
(1)
an engine failure during take-off;
(2)
a one-engine-inoperative approach and go-around; and
(3)
a one-engine-inoperative landing.
(a)
Commanders whose duties require them to operate in either pilot seat and carry out the duties of a co-pilot, or commanders required to conduct training or checking duties, shall complete additional training and checking as specified in the operations manual. The check may be conducted together with the operator proficiency check prescribed in ORO.FC.230(b).
(b)
The additional training and checking shall include at least the following:
(1)
an engine failure during take-off;
(2)
a one-engine-inoperative approach and go-around; and
(3)
a one-engine-inoperative landing.
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Back in the 80's I flew with an european airline, B732, where PF flew LHS. i.e. an F/O flew as PF in LHS. The captain in RHS had dual controls and a tiller (I think). It's a bit like a driving instructor, except they don't have steering capabilities, usually only stopping. It was exactly like it was in flying school. The QFI flew RHS. No-one ever thought that was weird.
The concept was, the B732 was so basic in flight-deck layout that is was designed to be flown from LHS, not RHS, so an F/O, of suitable experience, was checked out in sim as PF LHS. I don't believe there was ever an issue with it. The A/P control and other systems/displays were orientated towards LHS. It seemed basic sense to them.
Later, when they upgraded to EFIS a/c. and the flight-deck & A/P was orientated equally L & R, the practice was no longer approved. Naturally the F/O's were miffed, but quite quickly it became forgotten.
LTC's with F/O's under command training fly PM & PF in RHS. Why is it considered such a big deal?
The concept was, the B732 was so basic in flight-deck layout that is was designed to be flown from LHS, not RHS, so an F/O, of suitable experience, was checked out in sim as PF LHS. I don't believe there was ever an issue with it. The A/P control and other systems/displays were orientated towards LHS. It seemed basic sense to them.
Later, when they upgraded to EFIS a/c. and the flight-deck & A/P was orientated equally L & R, the practice was no longer approved. Naturally the F/O's were miffed, but quite quickly it became forgotten.
LTC's with F/O's under command training fly PM & PF in RHS. Why is it considered such a big deal?
Only half a speed-brake
A CAPT on the RHS - without previous LVO RHS specific training - is deemed unqualified for the role of PM.
So, similar to Council Van’s, two LVP approaches are included in the Either Seat qualification SIM. Short excercise to the point: 1x full landing and 1x either NO FLARE or takeover G/A (usually AUTOland Failure + INCAP).
