The Delta "wind check"
10-11-2009, 07:00 AM
#51
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Joined APC: Dec 2007
Position: CR7/9 Left
Posts: 101
As a regular jumpseater on Delta mainline, I've seen the reems of paper that routinely roll out of your ACARS printers, spewing out continuously updated ATIS reports. Sorry, you may not have been there, but every good Delta pilot knows what the winds were 6 hours ago.
That darn printer doesn't stop from T.O. 'til touchdown. Remember, there can never be too much information
That darn printer doesn't stop from T.O. 'til touchdown. Remember, there can never be too much information
Last edited by SilkySmooth; 10-11-2009 at 07:15 AM.
10-11-2009, 07:09 AM
#52
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Joined APC: Dec 2007
Position: CR7/9 Left
Posts: 101
Been there, done that. 2 am in the morning at 200 feet, the winds were still 30 knots on the tail, even though the ASOS was reporting "winds calm." We went around, even though that hotel bed was calling our names.
10-11-2009, 07:50 AM
#53
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Joined APC: Mar 2006
Position: 330 B
Posts: 1,623
It's a military thing.
Military pilots are alway trying to make every landing perfect and don't have "who cares, I am just a bus driver" mentality like most Regional, burned out guys who sold their souls for substandard pay and rules.
Simply gives you better SA. Attention to detail thing.
Military pilots are alway trying to make every landing perfect and don't have "who cares, I am just a bus driver" mentality like most Regional, burned out guys who sold their souls for substandard pay and rules.
Simply gives you better SA. Attention to detail thing.
10-11-2009, 08:11 AM
#54
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Joined APC: Sep 2009
Position: B737 F/O
Posts: 425
It's a military thing.
Military pilots are alway trying to make every landing perfect and don't have "who cares, I am just a bus driver" mentality like most Regional, burned out guys who sold their souls for substandard pay and rules.
Simply gives you better SA. Attention to detail thing.
Military pilots are alway trying to make every landing perfect and don't have "who cares, I am just a bus driver" mentality like most Regional, burned out guys who sold their souls for substandard pay and rules.
Simply gives you better SA. Attention to detail thing.
-I've asked for a wind check when the airplane seems to be doing something very different than expected based on what the ATIS had and have had captains remark to me that "What does it matter, you're going to land anyway". IDK what the problem is with getting proper information?
10-11-2009, 08:25 AM
#55
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Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
The read reason we ask for the wind check is that when they clear us to land, we are so worried about turning on the light switch that lets us know we are cleared to land, we forget the winds!
10-11-2009, 08:47 AM
#56
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Joined APC: Aug 2008
Posts: 440
... notwithstanding non-normal configurations, wind checks are essential during autolands to ensure the headwind, crosswind or tailwind components are not exceeded as contained within the Aircraft Operations Manual.
Also some aircraft do have crosswind limitations for wet runways, and runways that are less than 150 foot in width.
Also some aircraft do have crosswind limitations for wet runways, and runways that are less than 150 foot in width.
10-11-2009, 09:04 AM
#57
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Joined APC: Jul 2009
Posts: 233
As a regular jumpseater on Delta mainline, I've seen the reems of paper that routinely roll out of your ACARS printers, spewing out continuously updated ATIS reports. Sorry, you may not have been there, but every good Delta pilot knows what the winds were 6 hours ago. That darn printer doesn't stop from T.O. 'til touchdown. Remember, there can never be too much information
That darn printer doesn't stop from T.O. 'til touchdown. Remember, there can never be too much informationKeep being "cool" and not asking for a wind check....I will keep gathering as much Information as I can.
10-11-2009, 09:08 AM
#58
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Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
Yeah, if the crap keep coming out of the printer and they are not hitting the print function, it is coming from the dispatcher. Even the auto-update function on the ATIS will not print.
10-11-2009, 11:18 AM
#59
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Joined APC: Sep 2008
Position: Kickin’ Back
Posts: 6,971
Just a question or two though: If you can hold your speed at an additional 5 knots, why not hold your speed, like the manufacturer recommends, at Vref plus additive? Like you said, what difference does 5 knots make?
Then, when speed does become a factor, you are used to holding the proper speed. Not 5 knots above proper speed. You remember safety and the swiss cheese analogy?
I'm not trying to pick on anybody but, again, if you can hold 5 knots above proper speed, why not hold proper speed?
Sorry for the thread drift, I agree with the ones who say what's the big deal? More info is better.
Denny
10-11-2009, 11:24 AM
#60
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Joined APC: Jun 2006
Position: A-320A
Posts: 18,563
Denny you are correct again.
It is said that in the CRJ for every knot over your Vref+additive you are at 100 feet that is 1000 extra feet of runway. Just keep that in mind. Even 10,000 feet goes by real quick.
It is said that in the CRJ for every knot over your Vref+additive you are at 100 feet that is 1000 extra feet of runway. Just keep that in mind. Even 10,000 feet goes by real quick.
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