Approach Briefing 

Airline Pilot Hiring Thank you for your time .However next time could you please pin point with the mouse or pen the areas you are talking about , so the viewers can follow .

Thanks. Good luck on the interview!

+mja12685 How did that interview go?

I got the job :) I've been flying the ERJ-175 for over a year now.

There is no need to report established unless ATC requests it. You're almost always in radar contact so it's not normal for ATC to request that you report established unless you're in a non-radar environment (for example, a mountain airport where you can't be seen on radar). As for your briefing, the ILS is a precision approach with localizer and glideslope and would be briefed differently than a Localizer approach with no glide path guidance (i.e. - a non-precision approach).

Great question! Once you've crossed Cepin at or above 3,000' you are free to intercept the glideslope from that altitude and fly it down. The "GS1800'" printed below Axmul means that if you're on the proper glideslope you'll cross Axmul at 1,800'. I brief that altitude because it's a good crosscheck to make sure you haven't captured a false glideslope. There is no requirement to descend to 1,800' and then capture the glideslope, although you'd certainly be legal to do that. If you capture the glideslope and fly it from further out on the approach you must always remember that following the glideslope at some airports WILL get you into trouble and can put you below some of the at or above altitude restrictions. Most of the time it's safe, but you always need to verify those restrictions as you're descending.

Top Center

I'm a 777 F/O with United. Glad you enjoyed the video. Good luck on your interview! If you have some time to do a write-up after your interview I'll send you s $5 Starbucks Gift Card as a thank you. Just go to www. AirlinePilotHiring.net Take care!

Sure thing! I actually received a conditional Job offer so this helped me land a job! Thank you!

Congratulations! My favorite kind of feedback is hearing back from viewers who are getting hired. Thanks!

The TDZE is rounded up to 100' in this case because my aircraft only allows us to set altitudes in 100' increments and, yes, this procedure is an airline procedure and may vary by carrier. Your question about the Maltese Cross is a good one. I'll quote from Wes Beard: "I think it is important for instrument students reading this that a typical ILS approach plate will have the words in the title “ILS or LOC 26″ meaning that the instrument approach plate in your hands has two quite similar but different instrument approaches. (On older approach plates not updated in the last five or so years… it may only say ILS 26 but have two separate approaches… these are being updated to the new format). The new TERPS (US) and PAN-OPS standard (rest of the world) is to list all the required equipment in the title of the approach. In this example, an ILS DME approach requires a localizer, glideslope and DME. The LOC DME requires a localizer and a DME. With that in mind, the plan view for both approaches are overlaid on each other. The FAF for an ILS is glide slope intercept altitude, as previously stated, and is depicted by a lightning bolt. It is not necessarily colocated at the maltese cross. An ILS only approach does not have a maltese cross. See KRNO ILS 16R approach. The FAF for the LOC approach is at the maltese cross. The MAP for the ILS is at “decision altitude on glide slope” and the MAP for the LOC is usually a time from FAF or DME distance. Two separate approaches with separate FAFs, separate MAPs and just as importantly, separate minima and visibility requirements. Some instructors have taught, that if the glideslope becomes inoperative inside the FAF to “switch over” to localizer minimums. I think, if properly briefed and executed, that would be fine, but for instrument students just getting the hang of how things work, an immediate missed approach and time to brief the LOC approach is in order. It will also solidify that the approach plate has two separate approaches on it and show excellent single pilot resource management and situational awareness."

Airline Pilot Hiring I owe you a beer. You rock, brother!

This probably would not apply in your case. MCP stands for "Mode Control Panel" and is an interface where we set and command inputs for the autopilots, flight directors etc. by setting Touchdown Zone Elevation at Glidedlope intercept we see a green arc at the end of the runway on our map display as another crosscheck during the approach.

Airline Pilot Hiring Thanks for the clarification, and thank you for giving back to the piloting community.

Yes I am! I'm a Boeing 777 First Officer for a major US airline. Glad you enjoyed the video.