mooney

1. Yes the carrets are the MIN thrust setting you are supposed to use, going over will not hurt the engine so long as you are below 98.6 and under ITT limits, but reducing thrust .3 N1 on the roll below 60 knots (where t/o thrust is supposed to be set anyways) isn't the "initial thrust reduction" that those studies mention. That is for a larger reduction in thrust, such as T/O to Climb power. And if you use your argument, why not always flex since you will be ADDING power in the climb, not doing your initial reduction at 3000 agl?

2. Nobody on here EVER said that by never flexing you are going to cause the next crew an engine failure. As you said, flexing preserves engine life, but don't you think an engine that has been pampered and flexed to keep ITT's low is less in danger of failing than an engine that is balls to the wall all the time and near it's end of life? Why do you think F1 and Nascar engines are always being blown, but grandmas Volvo keeps on trucking after 300,000 miles? Hell that's the whole point of an overhaul, to prevent high time worn out engines from failing. Do I want to fly an engine that has been pampered and flexed and is near the end of it's useful life, or do I want to fly the one that has been balls to the wall and near it's end of useful life?

3. Since it is open season on captains, since we obviously love the company sooo much according to some of these posts and are the only ones not doing anything about getting a new contract, how about the FO's that just HAVE to throw the thrust all the way up to the carrets on take off, then tweak it to right at carrats themselves, then say "set thrust", meanwhile they are 30 feet left of centerline and 15 degrees off runway heading at 80 knots because they are heads down setting their own thrust?

higney85

mooney.... you need a beer.


Next time we work together YOU are buying the first round on the 18 hour boredom sit.

mooney

That I will agree with. When I get done finishing fixing my leaky roof I think I will have 1 or 5. Too bad this is an anonymous forum and I don't know who you are or I would buy ya a beer...

Sorry guys ever since I got the lecture about what we/I are doing wrong from my 700 hour FO who has been in the aviation industry a total of 7 months, and when I mentioned something about Lorenzo and he said "who's that? Our new D.O. or something?", I have been a little bit testy when it comes to anonymous guys offering "advice" of how I will have a new contract in my hands in 2 months...

grahamlax

Any thoughts on when Pinnacle might start hiring again? 600TT, 315 ME, 300 dual given, CRJ transition course

higney85

You know who I am. Quit playin games.

TurkeyRoaster

Mooney:

While I do agree with you that some of the practices you mentioned about FOs are just as wrong as captains do I can only offer my observation as an FO and a personal one at that. Therefore, you will hear no ranting about FOs from me. So you now know my rank.

Number 3. FOs that do what you specified are just in the same blame as captains doing stuff wrong. You know what they say, two wrongs don't make a right. My point about captains setting the tone and at that not taking an active stand was to a group as a group not to an individual. If ALL of you guys started doing what's necceseiry we'd HOPEFULLY be in less a predicament that we are in now.

Point number 2. Going with YOUR logic, alot of the engines we've flown on 172s should have failed too. Do you know how many people before you entered those rentals flew it at red line? According to that logic we should all stay at home as forces beyond our control and outside our limited historical knowledge of the machines we fly prohibit us from safely taking it to the air. I have two words, let's chill. (Notice plural, this is not aimed at you personally. LETS , ALL OF US)

Point number 1. While you're absolutely right, those studies indicated a major thrust reduction the logic behind it is that an action of changing the forces applied on the machine at once will cause an engine failure. Therefore, it is logical to assume that any change might cause it to fail. With that in mind, do you not agree that if it's not broken don't fix it? Apply takeoff thrust, if it's working LEAVE IT ALONE. I would rather not find out if it's reduction or further application (as you noted with flex thrust settings transitioning to climb) that will cause it to fail untill i'm 3000AFE.

Also, please note that not EVERY flex takeoff will cause you to apply more thrust to achieve climb power. It depends how much flex you apply as i'm certain you are very well aware of. (Want an example? Takeoff today, OAT 26c, flex to 31degrees yields a TO/N1 of 90.3% while climb power on initial climb is 89.3%N1 - sorry don't remember SAT at 3000AFE.)

The cheap remark wasn't mentioned at you personally so don't take it as one. Some captains aren't the best, same goes for FOs. It would be nice if ALL of us could put it aside and focus on the real goal.

mooney

no offense taken or given sometimes I just like a good old fashioned argument

mooney

Very much agree unfortunately with the backgrounds of our CA'a that is next to impossible to accomplish with the range of long term goals for them. We have probably 200 lifers here, 300 that have been actively trying to get the hell out and have very competitive hours, just bad timing, and LOTS of fresh CA's that are still scaredy-cats and will do anything the company asks. And the idiots that still think that they will be out of here as soon as they hit 1000 tpic. Or be at FedEX in 6 months so it doesnt concern them. with that combination I don't know how you FO's handle it

higney85

I love it when people are "educating" me on how to get to FDX when you get the 1KTJPIC.... Then ask if I happen to know anyone around MEM that works for FDX to "walk their stuff in"... Makes me laugh every time!

Noseeums

I actually flew with a captain that constantly bragged about how much money he made to myself and the FA. This went on for four days in varying doses. What a douche.

Anyway back to my point... Take advice from people that are where you want to be, not where you are.