Any "Latest & Greatest" about Delta?
07-06-2013, 08:30 AM
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
I thought they all did it at G/S capture, including the Douglas. Of course the Flight Director in the Douglas is more a vague suggestion and it's mostly hidden behind the yoke. Mostly we fly by Braille. When you feel a bump, either turn climb, or stop, based on where it sounded like the impact came from.
But your MEL says no autothrottles or flight director for approach and landing and FD is lost at GS capture. You have 2 and require 1. You hand fly it.
Our says the autothrottles and flight director weren't really receiving inputs from anything to begin with and therefore 0 are required for dispatch and no restriction on autothrottles or flight directors. We would keep the autopilot on and try to figure out a way to VNAV it. Maybe borrow the ILS to do an NDB approach or something.
07-06-2013, 08:46 AM
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,038
The beauty of the 737 system is that if the FO's RA is out the Captain and LCA still have the left side and the HUGS, so they sit over there and critique the FO's hand flying to SA CATIII standards at 02:30 in the morning after a runway change 6 miles from the airport (or at least that's my experience with it).
07-06-2013, 08:59 AM
veut gagner à la loterie
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Position: Light Chop
Posts: 23,286
And don't even get me started on that dumb Freedom arrival to DCA from DTW.The beauty of the 737 system is that if the FO's RA is out the Captain and LCA still have the left side and the HUGS, so they sit over there and critique the FO's hand flying to SA CATIII standards at 02:30 in the morning after a runway change 6 miles from the airport (or at least that's my experience with it).
07-06-2013, 09:09 AM
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,038
The next nutjob member of the press who writes an advocacy piece for the "Autonomous Airliners of the Future" really should be strapped to a Douglas jet.
07-06-2013, 09:10 AM
Gets Weekends Off
Joined APC: Oct 2010
Posts: 1,770
PNF: "Oh ****, twenty feet!"
PF: "Oh ****!"
THWAM!
07-06-2013, 09:20 AM
veut gagner à la loterie
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Position: Light Chop
Posts: 23,286
LOL. I'll never look at that the same way again.
07-06-2013, 09:23 AM
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,038
The only thing I've noticed are the lack of GPWS callouts just prior to touchdown. And even then that's not a problem if the PF just uses whatever DFGC has the working RA. Of course it's more fun if neither pilot remembers any of this:
PNF: "Oh ****, twenty feet!"
PF: "Oh ****!"
THWAM!
PNF: "Oh ****, twenty feet!"
PF: "Oh ****!"
THWAM!
07-06-2013, 09:30 AM
Gets Weekends Off
Joined APC: Aug 2010
Posts: 2,530
The 717 does appear to be more growth than shrinkage at the mainline, even though the total network continues to shrink. How long can we keep shrinking, and what is our plan as we become more expensive as we shrink and the fantasy growth airlines (foreign and domestic) keep barfing countless hundreds of capacity aircraft into the system, while the only trick in our bag is to shrink to squeeze yields and quarter over quarter/YoY margins?
07-06-2013, 09:47 AM
No longer cares
Joined APC: Mar 2008
Position: 767er Captain
Posts: 12,109
07-06-2013, 09:57 AM
Moderator
Joined APC: Oct 2006
Position: B757/767
Posts: 13,088
Hold the line on DCI airframes, seating capacity, & certified MGTOW. That was what I wanted. That was accomplished. The total number of airframes actually decreased. Unfortunately the number of 76 seaters allowed was increased, which is why I voted NO. However, the TOTAL number of DCI airframes and seats was decreased.
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