Any "Latest & Greatest" about Delta?
04-14-2010, 07:24 PM
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
Time for an obligatory photo of an airplane.
04-14-2010, 07:29 PM
Gets Weekends Off
Joined APC: Apr 2008
Position: LAX ERA
Posts: 3,457
Hey boys...........back from a few days up in Sedona, AZ with Joe Momma. I was reading forward, but gave up and just read the last 5 pages or so.
Some thoughts:
G Dude......you da man, glad to meet the OP. Sort of like the caveman frozen in a block of ice thaw out and actually getting to talk to him. Seriously, welcome home! As a retired USAF guy, I can only assure you that the alumni are proud of you beyond words. Drinks will always be on me!
As far as single engine taxi. I agree with who ever said that we don't do it because there is too much other stuff going on. More than one guy I've flown with say something along those lines. I taxi in SSE maybe 25% of the time and I pride myself on waiting on starting up the APU till we are real close to the gate. And, I always turn it off as soon as we are plugged...always have. Also, unless we are plugged into ground air (who's usage is up with the merger, a good thing) I start the the APU and air as soon as the first biz class dude hits his seat. Those are the people who pay the tab. It's real rare that I've seen where taxi out would have made much difference. Maybe the long taxi out in HNL or when the long lines for takeoff come back.....which will be a good thing
Bring on the new technology!! It will cure most of what's between us all, as it will bring on new and positive changes that non of us are used to
Ferd
Some thoughts:
G Dude......you da man, glad to meet the OP. Sort of like the caveman frozen in a block of ice thaw out and actually getting to talk to him. Seriously, welcome home! As a retired USAF guy, I can only assure you that the alumni are proud of you beyond words. Drinks will always be on me!
As far as single engine taxi. I agree with who ever said that we don't do it because there is too much other stuff going on. More than one guy I've flown with say something along those lines. I taxi in SSE maybe 25% of the time and I pride myself on waiting on starting up the APU till we are real close to the gate. And, I always turn it off as soon as we are plugged...always have. Also, unless we are plugged into ground air (who's usage is up with the merger, a good thing) I start the the APU and air as soon as the first biz class dude hits his seat. Those are the people who pay the tab. It's real rare that I've seen where taxi out would have made much difference. Maybe the long taxi out in HNL or when the long lines for takeoff come back.....which will be a good thing
Bring on the new technology!! It will cure most of what's between us all, as it will bring on new and positive changes that non of us are used to
Ferd
04-14-2010, 07:31 PM
Gets Weekends Off
Joined APC: Apr 2008
Position: LAX ERA
Posts: 3,457
04-14-2010, 07:32 PM
Gets Weekends Off
Joined APC: Jan 2008
Position: 767-400
Posts: 797
Most the time they have to burn to get inside the landing wt (ZFW+ENROUTE BURN=MLWT). This is copied from a large regional 121 FOM and FAA approved. Delta should push all their regionals to adopt this policy to save fuel. I would rather have fuel to burn in my tanks at destination, incase I need it (i.e. wx, holds, etc), vs burn it before I even take off.
E. Flight segments that are MTOW limited by landing weight, may, on occasion, exceed the MTOW on the dispatch release due to excessive fuel after gate departure. In this circumstance it is permissible for the aircraft to depart over the MTOW on the release and burn off the excessive fuel enroute under the following conditions:
• Structural takeoff weight is not exceeded
• Performance weight limit is not exceeded (RF data or
• Structural takeoff weight is not exceeded
• Performance weight limit is not exceeded (RF data or
MEL/CDL takeoff
weight restrictions)
• Drift Down Limits
• The Captain must contact dispatch for an amendment to the release
The dispatcher will obtain the actual takeoff weight from the Captain and amend the release with the following remark in the remarks section of the release:
Adjusted takeoff weight – xxxxxx additional enroute burn-off required to
achieve allowable landing weight.
(xxxxxx = Actual takeoff weight)
weight restrictions)
• Drift Down Limits
• The Captain must contact dispatch for an amendment to the release
The dispatcher will obtain the actual takeoff weight from the Captain and amend the release with the following remark in the remarks section of the release:
Adjusted takeoff weight – xxxxxx additional enroute burn-off required to
achieve allowable landing weight.
(xxxxxx = Actual takeoff weight)
04-14-2010, 07:33 PM
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
fNWA call was 1000 ft, Instruments Normal. It was also where we were supposed to be "stabilized."
Story floating around about the 500 call is that
it was a required crossing altitude on an old arrival into ATL.
Heard that its an automated callout on DAL-S aircraft
Heard we are spending millions of dollars to get the DAL-N aircraft automated callout changed from 1000 to 500.
Story floating around about the 500 call is that
it was a required crossing altitude on an old arrival into ATL.
Heard that its an automated callout on DAL-S aircraft
Heard we are spending millions of dollars to get the DAL-N aircraft automated callout changed from 1000 to 500.
Where do you guys get this stuff??? Mechanic rumors again?
The 500 call was a compromise between the litanny of NW and the silence of DL.
DL planes have standard GPWS calls at 2500, 1000, 500, 100, 50,40,30,20,10... Same thing I've heard on most aircraft with modern GPWS.
04-14-2010, 07:36 PM
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
04-14-2010, 07:39 PM
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
Hey boys...........back from a few days up in Sedona, AZ with Joe Momma. I was reading forward, but gave up and just read the last 5 pages or so.
Some thoughts:
G Dude......you da man, glad to meet the OP. Sort of like the caveman frozen in a block of ice thaw out and actually getting to talk to him. Seriously, welcome home! As a retired USAF guy, I can only assure you that the alumni are proud of you beyond words. Drinks will always be on me!
As far as single engine taxi. I agree with who ever said that we don't do it because there is too much other stuff going on. More than one guy I've flown with say something along those lines. I taxi in SSE maybe 25% of the time and I pride myself on waiting on starting up the APU till we are real close to the gate. And, I always turn it off as soon as we are plugged...always have. Also, unless we are plugged into ground air (who's usage is up with the merger, a good thing) I start the the APU and air as soon as the first biz class dude hits his seat. Those are the people who pay the tab. It's real rare that I've seen where taxi out would have made much difference. Maybe the long taxi out in HNL or when the long lines for takeoff come back.....which will be a good thing
Bring on the new technology!! It will cure most of what's between us all, as it will bring on new and positive changes that non of us are used to
Ferd
Some thoughts:
G Dude......you da man, glad to meet the OP. Sort of like the caveman frozen in a block of ice thaw out and actually getting to talk to him. Seriously, welcome home! As a retired USAF guy, I can only assure you that the alumni are proud of you beyond words. Drinks will always be on me!
As far as single engine taxi. I agree with who ever said that we don't do it because there is too much other stuff going on. More than one guy I've flown with say something along those lines. I taxi in SSE maybe 25% of the time and I pride myself on waiting on starting up the APU till we are real close to the gate. And, I always turn it off as soon as we are plugged...always have. Also, unless we are plugged into ground air (who's usage is up with the merger, a good thing) I start the the APU and air as soon as the first biz class dude hits his seat. Those are the people who pay the tab. It's real rare that I've seen where taxi out would have made much difference. Maybe the long taxi out in HNL or when the long lines for takeoff come back.....which will be a good thing
Bring on the new technology!! It will cure most of what's between us all, as it will bring on new and positive changes that non of us are used to
Ferd
04-14-2010, 07:39 PM
Gets Weekends Off
Joined APC: Sep 2008
Position: "Prof" button manipulator
Posts: 1,685
04-14-2010, 07:43 PM
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
04-14-2010, 07:43 PM
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
Hey boys...........back from a few days up in Sedona, AZ with Joe Momma. I was reading forward, but gave up and just read the last 5 pages or so.
Some thoughts:
G Dude......you da man, glad to meet the OP. Sort of like the caveman frozen in a block of ice thaw out and actually getting to talk to him. Seriously, welcome home! As a retired USAF guy, I can only assure you that the alumni are proud of you beyond words. Drinks will always be on me!
As far as single engine taxi. I agree with who ever said that we don't do it because there is too much other stuff going on. More than one guy I've flown with say something along those lines. I taxi in SSE maybe 25% of the time and I pride myself on waiting on starting up the APU till we are real close to the gate. And, I always turn it off as soon as we are plugged...always have. Also, unless we are plugged into ground air (who's usage is up with the merger, a good thing) I start the the APU and air as soon as the first biz class dude hits his seat. Those are the people who pay the tab. It's real rare that I've seen where taxi out would have made much difference. Maybe the long taxi out in HNL or when the long lines for takeoff come back.....which will be a good thing
Bring on the new technology!! It will cure most of what's between us all, as it will bring on new and positive changes that non of us are used to
Ferd
Some thoughts:
G Dude......you da man, glad to meet the OP. Sort of like the caveman frozen in a block of ice thaw out and actually getting to talk to him. Seriously, welcome home! As a retired USAF guy, I can only assure you that the alumni are proud of you beyond words. Drinks will always be on me!
As far as single engine taxi. I agree with who ever said that we don't do it because there is too much other stuff going on. More than one guy I've flown with say something along those lines. I taxi in SSE maybe 25% of the time and I pride myself on waiting on starting up the APU till we are real close to the gate. And, I always turn it off as soon as we are plugged...always have. Also, unless we are plugged into ground air (who's usage is up with the merger, a good thing) I start the the APU and air as soon as the first biz class dude hits his seat. Those are the people who pay the tab. It's real rare that I've seen where taxi out would have made much difference. Maybe the long taxi out in HNL or when the long lines for takeoff come back.....which will be a good thing
Bring on the new technology!! It will cure most of what's between us all, as it will bring on new and positive changes that non of us are used to
Ferd
We push it hard for single engine taxi on the 757... it's very typical even for a very short taxi to start the left engine, drop the flaps on the salute
and after you're rolling hit the starter for the other engine. We're THAT hardcore about it.
Don't drop the flaps while you've got the starter in on the 767... when that ADP fires, it can cause a hung start.
I've found that starting the APU at normal taxi pace 5 gates away from where you're going will get the thing to come online as you're pulling in the gate. If it's a cool day, I pull in the gate with the bleeds still on the engine, then kill the packs and bleeds. That way the APU has no cool-down time and shuts down immediately when you select it off after the power is plugged in.
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