Piedmont Airlines News & Rumors
08-07-2020, 08:48 PM
#5552
Gets Weekends Off
Joined APC: Oct 2018
Posts: 564
The company started a push that all landings should be flaps 45.. I'm just a monkey up front. I do what the company wants.
08-07-2020, 10:23 PM
#5553
Gets Weekends Off
Joined APC: Apr 2020
Posts: 264
In our manuals it says if only for an emergency procedure or due to an enviornmental factors (gusty winds) we should use 22, everything else 45 (that’s not exact verbiage)
08-08-2020, 12:12 AM
#5554
Gets Weekends Off
Joined APC: Jul 2017
Posts: 1,729
Funny thing is, with the barn doors of flaps 45 the aircraft is way more stable than flaps 22, way more predictable power adjustments with more drag (coming from an ex envoy guy). Not sure why flaps 45 is deemed scary on gusty conditions, really should be the goto config in bad conditions.
08-08-2020, 07:58 AM
#5556
Gets Weekends Off
Joined APC: Jun 2019
Posts: 380
y’all usually land with flaps 45 at PDT? At ENY it’s way more common to use flaps 22. Going into DFW, ORD or MIA it’s not fun for ATC (or us) to slow to 125 when you have a 787 on your tail. Occasionally I see a flaps 45 landing, but usually at an outstation if it’s not gusty
I fully agree flaps 22 should be the "standard". Keep the speed up for ATC and keep the traffic moving. I see so many people go flaps 45 on like a 10 mile final and slow way down and constantly have to fight winds and throttle jocky so they don't over speed the 145 limitation. However, for some reason PDT only looks at the landing distances and uses the logic that 45 is "safer" because clearly you'll need less runway. They don't see the bigger picture - if you have the distances for 22 you should be doing 22. Idk just my 2 cents.
08-08-2020, 08:24 AM
#5557
Eating A Gruben
Joined APC: Feb 2020
Posts: 1,065
I fully agree flaps 22 should be the "standard". Keep the speed up for ATC and keep the traffic moving. I see so many people go flaps 45 on like a 10 mile final and slow way down and constantly have to fight winds and throttle jocky so they don't over speed the 145 limitation. However, for some reason PDT only looks at the landing distances and uses the logic that 45 is "safer" because clearly you'll need less runway. They don't see the bigger picture - if you have the distances for 22 you should be doing 22. Idk just my 2 cents.
08-08-2020, 10:27 AM
#5558
Gets Weekends Off
Joined APC: Jan 2016
Posts: 234
In the 3 years I worked at Piedmont, I can count the number of times I landed flaps 22 on two hands.
There was definitely a big push from management/training to use flaps 45, then it was followed up by a modification in the way our performance was calculated. Something like 7k feet needed for flaps 22 on an RC5 runway...
My personal favorite was when the FAA removed our temporary overspeed limitation on flaps which basically meant sometimes you didn’t have flaps 22 numbers but instead were forced to fly a 5 knot window between overspeed and Vapp. Fun times.
There was definitely a big push from management/training to use flaps 45, then it was followed up by a modification in the way our performance was calculated. Something like 7k feet needed for flaps 22 on an RC5 runway...
My personal favorite was when the FAA removed our temporary overspeed limitation on flaps which basically meant sometimes you didn’t have flaps 22 numbers but instead were forced to fly a 5 knot window between overspeed and Vapp. Fun times.
08-08-2020, 03:06 PM
#5559
Gets Weekends Off
Joined APC: Oct 2018
Posts: 564
I fully agree flaps 22 should be the "standard". Keep the speed up for ATC and keep the traffic moving. I see so many people go flaps 45 on like a 10 mile final and slow way down and constantly have to fight winds and throttle jocky so they don't over speed the 145 limitation. However, for some reason PDT only looks at the landing distances and uses the logic that 45 is "safer" because clearly you'll need less runway. They don't see the bigger picture - if you have the distances for 22 you should be doing 22. Idk just my 2 cents.
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