Any "Latest & Greatest" about Delta?
05-11-2011, 06:39 AM
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05-11-2011, 06:46 AM
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05-11-2011, 06:51 AM
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05-11-2011, 06:52 AM
seeing the large hubs...
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05-11-2011, 06:53 AM
Back on TDY
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05-11-2011, 06:54 AM
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Even on the DC9 classic that seemed(?) to have a weaker APU than the -88, if you were proactive in keeping the cabin cool with cabin and cockpit shades, gaspers open, and max APU (on summer days off just before TO and on as part of after landing flow) you could keep it cool even on 90 deg days. If some numb nuts turned it off to save 10 gallons of jet A before you got on the airplane it would take halfway to the next destination to get it cooled off. It was not just comfort, but also safety for the cockpit crew because of the fatigue by working all day long in a steaming cockpit. I used to brief a 70/70 rule of APU usage - on above 70 deg, and on below 70 deg 
I loved seeing a fully loaded 767 in JFK in Jul with passengers and F/A's crying for air and the Capt just has me call ground service again. Then we SE taxi with a max gross acft that almost took TO thrust in the ally to get moving. Priceless.
I loved seeing a fully loaded 767 in JFK in Jul with passengers and F/A's crying for air and the Capt just has me call ground service again. Then we SE taxi with a max gross acft that almost took TO thrust in the ally to get moving. Priceless.
05-11-2011, 06:57 AM
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05-11-2011, 07:24 AM
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PCS Question
deleted found the answer
Last edited by fly2002; 05-11-2011 at 07:44 AM. Reason: deleted found the answer
05-11-2011, 07:46 AM
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How often does PCS in icrew run? Three times a day? I placed a swap at 832AM and I'm just curious how long that takes. Is there some kind of lag effect? Like you have to place your swap in before a certain time to be considered during a swap time/window? Thanks and sorry for such a confusing question.
fly2002
fly2002
Fly,
Don't even sweat it. From my experience, you will be back on later asking why you didn't get it.
But, the PCS runs at 0700 1200 and 1800.
05-11-2011, 07:55 AM
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Even on the DC9 classic that seemed(?) to have a weaker APU than the -88, if you were proactive in keeping the cabin cool with cabin and cockpit shades, gaspers open, and max APU (on summer days off just before TO and on as part of after landing flow) you could keep it cool even on 90 deg days. If some numb nuts turned it off to save 10 gallons of jet A before you got on the airplane it would take halfway to the next destination to get it cooled off. It was not just comfort, but also safety for the cockpit crew because of the fatigue by working all day long in a steaming cockpit. I used to brief a 70/70 rule of APU usage - on above 70 deg, and on below 70 deg
I loved seeing a fully loaded 767 in JFK in Jul with passengers and F/A's crying for air and the Capt just has me call ground service again. Then we SE taxi with a max gross acft that almost took TO thrust in the ally to get moving. Priceless.
I loved seeing a fully loaded 767 in JFK in Jul with passengers and F/A's crying for air and the Capt just has me call ground service again. Then we SE taxi with a max gross acft that almost took TO thrust in the ally to get moving. Priceless.
Right you are.
It's like the single engine taxi thing. Now I'm all on board with that, BUT, there needs to be more SA going on with it. DTW ain't ATL...you don't have 2 minutes behind every airplane because each one is a heavy or a 757....the departure line moves pretty quick. When you taxi out to 22L in the morning, you're going to get right out, and 3 minutes is the minimum (on the 757), not the goal. If you crank up at the gate and taxi out to 22L, that's just about 5 minutes.
On the -9, in the dead of summer, you need to engage. Open all of the overhead cockpit vents (yea, I know they're noisy), and run the APU. If the ground air is weak, run the APU and write up the ground air. If you let the cabin get hot, you're done, especially with the loads and short legs. The -30s were a bit better (-10s were the best), but you need to use what you got.
As I said, you need SA....
Nu
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