He broke laws and trust. There needs to be a punishment level that is a deterrent to pilots showing up over the legal limit. As it currently stands this pilot will be back in a DL cockpit very soon. It happens at all of the carriers that have HIMS programs. This pilot and the others who do the same...
Jump to postCompany pays for aircraft and fuel. If there is no safety reasons for dual engine taxi, do as asked. I’ve flown with lots of guys that say things like, “I just don’t like it”. Not a good enough reason The pilots put their licenses, careers and lives at stake. If the pilots don't like it, they shoul...
Jump to postAre your comments based on experience or employment at a foreign carrier? Oh yes. Not that exact scenario (although I know plenty who were bashed for doing it), but I did get a angry email once for something really menial. FDM is a tool that almost always gets misused. Aviation would be a safer pla...
Jump to postIn the US, thanks to a team safety culture previously mentioned (pilots, CRM resources, ALPA, SWAPA, APA, company, FAA) if a Captain deems it necessary to hand fly, or taxi with both engines, or device/anti ice, IT Happens and no one says a word. Recently with a very small percentage of new pilots a...
Jump to postHow is this calculated? How does the airline keep track of all of these? FDM, or flight data monitoring. The aircraft live-transmits data to the airline, manufaturer and engine manufacturer. Originally intended to assist with maintenance and reliability, it is now becoming misused by poor airline m...
Jump to postOne of the reasons the displays were changed was for weight savings to help get the fuel efficiency they were after. The displays are now run by fiber optics along with the new DPC computers. The new displays also allowed the integration of a few indicators and instruments that were left on the NG ...
Jump to postMy guess is, in addition to comments about more area provided at face level of the 4 screens, the level of reliability and MTBF on these screens has gotten so good that the 5th is just redundant. For years the 5th screen on the NGs wasn’t used by at least 1 major, it just flew around as an onboard s...
Jump to postIn the summer time the 737-800, 900 and 900ERs need 2 packs operating to stay comfortable with a full pax load. Taxiing in single engine with the APU running both packs and the Number 2 engine shut down works well. With no electrical load on the APU the right pack can be run in “Hi” and the left pac...
Jump to postExcellent work. I looked up the Goodyear tires spec’d for the 737-900ER mains per this page: https://www.goodyearaviation.com/resources/pdf/application-charts-6-2018.pdf. It shows a speed rating of 235 kts, but the limitation in the FM is 195 kts (obviously a safety margin). It shows a different ti...
Jump to postI found a press release from Bridgestone about their being chosen as the tire supplier for the 77L/W that lists the maximum rated speed as 235 MPH. The takeoff runway length charts in Boeing's ACAP also list the tire speed limit as 235. I can't find where I read this, but the "special" ti...
Jump to postThe tire speed limit on thr Delta 77L is higher/faster than that of 77E’s, 77W’s and even other 77L’s. There really isn’t much more to explain. As an example only, if the stock max tire speed is 200 mph, the ‘higher rated’ Delta tires allow for something like 210 mph. Again, I’m making up these num...
Jump to postI don’t know what the tire speed limit is for the Delta 77L, but they certainly have a higher rated speed. Higher than what? If you don’t know the limit, what does “higher rated speed” mean? The tire speed limit on thr Delta 77L is higher/faster than that of 77E’s, 77W’s and even other 77L’s. There...
Jump to postFriscoheavy, 3 models of the 777-200 (UA) have MGTOWs of 545000, 648000 and 656000 lbs. Same 204kt tire speed limit for all 3. What is the MGTOW and tire speed limit for the Delta 777-200LRs? Really interested in the custom tires Delta uses(?) I don’t know what the tire speed limit is for the Delta...
Jump to postI’m been impressed with Kirby. UAL wants to recover, compete and keep going. Zoom won’t ever replace face to face contact in a business sense, and aircraft are filling up as people adapt and weigh consequences. Nice!
Jump to postFriscoheavy, 3 models of the 777-200 (UA) have MGTOWs of 545000, 648000 and 656000 lbs. Same 204kt tire speed limit for all 3. What is the MGTOW and tire speed limit for the Delta 777-200LRs? Really interested in the custom tires Delta uses(?)
Jump to postThe tires have a higher rated speed limit to allow more weight/payload, which in turn means needing a faster rotation speed. It's not about fuel load, but weight overall. I don't know if they were installed by BA at the build or put on after market. What’s the spec on the tire? What’s the tire spee...
Jump to postFlip Again, “ Yes, please do. Explain it as technically and concisely as possible” My qualifications and experience aren’t the issue. These are your claims, so please demystify this... had you that level of competence about which you ask, your claims probably wouldn’t have been made in the first pla...
Jump to postIf you don’t understand I can take it to a level you may understand. What is you technical knowledge level? Fred Sent from my iPhone using Tapatalk Yes, please do. Explain it as technically and concisely as possible: “The impact of the safety critical case is more limiting to the 757 than the A321 ...
Jump to postRead it however you want. The performance in the second segment climb phase is more limited by having one engine inop in the 757 than in the A321. The fact that it starts from a higher level (because of a higher level of excess thrust per unit weight at (max operating weights) when all engines are ...
Jump to postSounds reasonable to me, B757 appears to have better hot and high performance, it would be silly not to. Fred Sent from my iPhone using Tapatalk Your very vague and unsupported claim is this: “The impact of the safety critical case is more limiting to the 757 than the A321 and personally I’m only f...
Jump to postoh ok. (Statement 2) The excess thrust available per unit weight compared to the A321 in normal day to day operations (all engines operating) is is negated more (“negated more?? What??) Is reduced easier for you to understand? than it is with the A321 when when calculating using the one engine inop...
Jump to postWow, maybe you should ask that in the actual thread... Fred You had mentioned in This thread before it was deleted that I should review any of your postings if I had questions, so I did as you asked. An explanation of your comment: (statement 1) “The impact of the safety critical case (what impact?...
Jump to postWow, maybe you should ask that in the actual thread... Fred You had mentioned in This thread before it was deleted that I should review any of your postings if I had questions, so I did as you asked. An explanation of your comment: “The impact of the safety critical case is more limiting to the 757...
Jump to postThe fact that you didn’t understand it is neither here nor there as to whether actually just explained it well. M Thanks. Sent from my iPhone using Tapatalk Ok, just explain Your comment: “The impact of the safety critical case is more limiting to the 757 than the A321 and personally I’m only flyin...
Jump to postOh! So you’re saying one can not determine the takeoff performance from the information we have publicly available. So we cannot say that the 757 is better based on evidence such as YouTube, you are indeed proving point. Thanks. Fred Sent from my iPhone using Tapatalk So there was no point whatsoev...
Jump to postFlipdewaf, from the “Boeing considering 757-plus and 767 x x” topic: “Can you show it or is this conjecture based on all engines operating takeoffs witnessed? With all engines operating and higher thrust the excess thrust is huge hence the meme about being a rocketship. However in the critical insta...
Jump to postA PIP for the older GE90-90/94B? Why? It could probably manage 98,000 or even 100,000 technically but given no more of the 777 with this engine are on order or available, and there were not that many -200/200ER that used it, why would they PIP it? Certainly for long range, the -110/115 family has p...
Jump to postWhile it is true you can have a range of thrust options for the same engine; the GE90 on the 777-200 and -200ER is not the same engine as the GE90-115B on the -300ER and -200LR It was derived from it but is bigger and has different internals and fan. Different thrust ratings for different dash numb...
Jump to postTire over speeds are fairly common on the 737-900s in Denver on hot days at heavy weights; esp at Flaps 1. Typically it is caused by slower than necessary rotation rates (noted by Zeke). The tight tail strike limits on these a/c may induce it; a tire over speed (>195kts) is better than a tail strike...
Jump to postThrust ratings typically correlate with MGTOWs. Heavier MGTOW, more thrust capability. That effectively keeps the thrust to weight ratio constant over the sub variant range of weights, thought most operators tend to select heavier variants as they are developed. The GE90s on the original Continenta...
Jump to postThrust ratings typically correlate with MGTOWs. Heavier MGTOW, more thrust capability. That effectively keeps the thrust to weight ratio constant over the sub variant range of weights, thought most operators tend to select heavier variants as they are developed. The GE90s on the original Continental...
Jump to postWasn’t that the CSD Oil Cooler—Ground OFF “on the roll”. I don’t recall that but as we all know procedures vary airline to airline. Tweak the outflow valve when the power comes up before take off to minimize a pressurization bump in the non electronic systems. Couldn’t imagine teaching that today t...
Jump to postContinental tried Iah - Angola on the 777 just prior to the merger but there was too much risk for crews and the airframe. Are you sure about this? I don't remember CO flying to Africa in the late 2000s (other than the planned EWR-CAI that I don't think ended up operating). UA/CO flew IAH-LOS for a...
Jump to postSouthwest is loosing money as quickly as any other major. Unfortunately, the first major to effect the 30-40% cuts will be the first one to return to profitability. With no Asian or European market access, that seems to leave Southwest with some major challenges.
Jump to postwhy not launch more routes to Houston? I think the last one was Sydney, even LAX and DEN have received new routes in recent years, because IAH does not :( Geographically IAH is too far south or west for most new routes. EWR/ORD/IAD can do US-Europe turns and only need 1 frame per flight per day and...
Jump to postSuch an impressive flaps system! Flaps used to be so impressive on old aircraft, they extended so much. In today's aircraft, you can barely see them. Computational Fluid Dynamics and FBW have definitely improved and simplified things; the only jet with more wing sweep is/was the 747. It sure made f...
Jump to postDon’t forget the hydraulic interconnect...some airlines had it on the plumber’s panel, others had it on the overhead. Without pressure the Krueger flaps drooped; when pressure was applied they’d snap closed.... I still remember "2A off, 1B on interconnect closed" from the panel days. Nice...
Jump to postDon’t forget the hydraulic interconnect...some airlines had it on the plumber’s panel, others had it on the overhead. Without pressure the Krueger flaps drooped; when pressure was applied they’d snap closed....
Jump to postWhat a great aircraft. Looks like they dropped to the “40” and lowest position, for Stage 2 noise abatement in the US the -40 setting was pinned and non selectable. From an engineering and Therefore aerodynamics standpoint, the beauty of the design was High speed capability combined with short landi...
Jump to postsldispatcher wrote:Thanks for the plane hate United.
Most of the airlines are extremely diligent about customer complaints. With all of the changes that are designed to minimize loss, it seems reasonable to handle things at the lowest level prior to this simply being a complaint forum. Participant’s resumes are hardly germane. Let’s hold some integrit...
Jump to postAnd as a paying first class customer and as a physician who has taken care of over 400 Covid positive patients in the long term care setting, my criticism is both warranted and backed with experience and preference. I completely understand how the information and concern has been a fruit basket tur...
Jump to postIt's something to do with the US Govt and DARPA. https://hub.united.com/2020-07-20-united-airlines-to-maximize-ventilation-system-during-boarding-and-deplaning-2646439262.html In addition, United has been partnering with the Defense Advanced Research Projects Agency (DARPA) to study how effectively...
Jump to postraylee67 wrote:Keeping their pilots licensed? Asiana has been doing that with their A380s. Ryanair is doing a lot of that too.
drdisque wrote:Also, with 767 hours down so much, they could be taking a bunch of 767 pilots up and giving them hours to stay current.
Interesting discussion. One element not yet covered is certainly simplicity and ease of manufacture. Elimination of the S duct certainly yields a more simple design from a manufacturing standpoint. Consider the Piaggio P180; a very fast turbo prop. Just about every section in the fuselage is a diffe...
Jump to postVSMUT: No, passengers calling “anything out” is not a deterrent of any kind nor is it intended to be. It would be a reaction to attempting a takeoff with a contaminated aircraft, which is illegal in the US in any case. There is nothing about your story that has merit.
Jump to postI worked at a company where the management fully backed us in whatever decision we took in the cockpit, regardless of what it would cost the company. Better safe than sorry, accidents are expensive after all. Even then we had pilots who would refuse to de-ice the aircraft in the winter out of fear ...
Jump to postI don't know what airlines you fly, but 99% of the traveling public I see is buried back in their phone the minute they sit down, and probably closed the window shade as well. They certainly aren't paying attention to the wings. Adverse weather combined with nervous fliers? Happens all the time. Mo...
Jump to postI worked at a company where the management fully backed us in whatever decision we took in the cockpit, regardless of what it would cost the company. Better safe than sorry, accidents are expensive after all. Even then we had pilots who would refuse to de-ice the aircraft in the winter out of fear ...
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