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The other day we were flying somewhere, it really is a blur sometimes, and part of my pre-flight preparation is to program the Flight Management System (FMS) with all the pertinent information for our flight. It takes about 10 minutes, maybe less if I’m in a rush, to get it to a point that my first officer can double check the work.

Now the Collins FMS 4200 we use allows you to either enter stored routes in the database for quick retrieval or program the route one way point at a time.

You have to be careful either way.

Many times your “stored” route is different from your cleared route or your pre-departure clearance (PDC) route. You need to study your release and clearances carefully and then confirm the route that you have entered. Many times ATC will delete, change, or add a waypoint.

Whether you get your clearance via clearance delivery or through a PDC, if you don’t understand the clearance or you have a question about the routing, pick up the microphone and ask. Don’t take off if there is any doubt in your mind. I’ve become very cautious about this. I’ve learned that if either my first officer or myself have ANY doubt, whatsoever, about the clearance, we call.

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This is the second the part of my recurrent simulator proficiency check (PC) that I did. If you haven’t read the first part, CRJ-200 Recurrent Simulator Proficiency Check – Part 1, just click here.

As a recap, every six months I have to head to the CRJ-200 simulator at FlightSafety in Salt Lake City. This proficiency check (PC) was a little different than all my previous ones because this one was two days long instead on one day long. This new setup had an immediate benefit since the first day was a non-jeopardy training session, which means we could really blotch a maneuver and we would be retrained on it. It also benefited us because it gave us a chance to get comfortable with the simulator again, because the simulator doesn’t necessarily fly like the real airplane. Close but not quite.

On the first day, we did several maneuvers that we don’t normally do like high-altitude stalls, zero flap landings, and complex departure procedures in IMC weather with an engine-out at airports that have rising terrain and high-density altitudes. Good stuff!

Needless to say it was a good experience.

On day two though, we had the official PC.

At a minimum, doing a PC, we are required to comply with the Federal Aviation Regulations, FAR 121.439 (recent experience) and FAR 121.441 (proficiency checks), company procedures and operations, know the CRJ200 aircraft systems and fly to Airline Transport Practical Test Standards (PTS).

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Last week I had to attend my semi-annual simulator proficiency check (PC) in the CRJ-200 at FlightSafety in Salt Lake City. As a captain, currently I’m required to do these training events every six months. All Part 121 and Part 135 pilots have either semi-annual or annual recurrent simulator proficiency checks that they have to accomplish to the airline transport (ATP) standards. Or it has to be something the FAA has approved. If you remember, I did a line-oriented flight training (LOFT) session awhile ago which is a little different but a great learning experience nonetheless.

Anyway, the whole event is a “safety” and currency issue. You get to experience scenarios that hopefully you never have to deal with in real life, but if you do, you have some experience and training from which to approach these challenges.

These training events have multiple objectives:

+ An engine problem at the most critical moment of takeoff which is V1 which may be either an engine fire, damage, or just a flameout. To make it a little more interesting, they reduce the visibility down to 500 feet.
+ System failures that can cripple your airplane if you don’t respond properly to what your airplane is telling you. Hydraulic failures and electrical failures are two favorite categories.
+ Put these together with flying in IMC conditions in mountainous terrain and you really learn a lot about your skill level.
+ …and many more!

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Have you ever had a rejected takeoff (RTO) or aborted takeoff?

I’ve had a few and they were all because I was too hurried or rushed the taxi that I didn’t control the tempo of the flight and thus failed to complete all the checklists which resulted in an inappropriate takeoff configuration.

If I had completed all the checklists and been organized, it is most likely that I wouldn’t have had to abort the takeoff. But proper checklist protocol is a post for another today. Today it is about rejected or aborted takeoffs.

So what is a “rejected takeoff” or RTO?

Well, at my company, a  ”rejected takeoff” or an “aborted takeoff” is any time you cross the runway hold short line with the intention of departing. So even if the tower says, “<Airline 1234>, taxi into position and hold, runway 22,” then tower asks you to clear the runway, for whatever reason, you have a “aborted takeoff” and in my case, I would have to call someone and write a report.

Alternatively, if you are lined up and was “cleared” for takeoff, and then had to abort the takeoff anywhere prior to V1, you also have a rejected takeoff or aborted takeoff.

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OK, I’m guilty, but I’m learning. What am I talking about? I am talking about not paying attention while taxiing, rushing the takeoff and sloppy unprofessional technique.

Let’s pick it up while we are taxing to the runway.

Up until now, during the taxi, you have been watching for other aircraft, making sure you turn at the proper intersections, and get the airplane ready for takeoff. Depending on where you are at in the lineup, you may still have one engine shutdown (conserving fuel) or you are the next in line. You have your co-pilot or first officer check with the flight attendant to make sure the cabin is secure and now what.

What are you doing right now? Is there anything to do? What are you thinking about?

In the several years that I’ve been flying jets, I can only tell you what I’ve learned.

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