Super Hero Captain or D-bag?
10-18-2021, 07:16 AM
#11
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Joined APC: Aug 2020
Posts: 2,219
Originally Posted by Twin Wasp
Did a few two engine ferries in my 727 days. Boeing had a section in the FPPM with all the numbers. Max T/O weight came down to around 135k if I remember correctly. The crew had to have another box checked during training doing a two engine T/O with an engine failure. Captains already got a single engine landing every 6 months. We had to coordinate the departure with ATC. One time climbing out ATC asks which engine is inop “so they know which way to turn us.” I look over at the F/O. “Well tell him.” “It's number 2.”
10-18-2021, 03:19 PM
#14
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Joined APC: Oct 2007
Position: Sr. VP of button pushing
Posts: 2,730
Originally Posted by Hedley
That’s why I never signed up for training. When you are flying old airplanes for a nonscheduled freight outfit, you don’t have too much faith in the maintenance program on the remaining two engines. If you lost an engine between V1 and clean up, you weren’t going to make it.
10-18-2021, 03:35 PM
#15
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Joined APC: Aug 2020
Posts: 2,219
Originally Posted by Twin Wasp
You work out the numbers based on the performance manual just like you would for any takeoff. Are you saying no 737s or other twins should T/O? In 8500+ hours flying 727s I had one engine failure. Same JT8-ads on SC-9s and never shut one down on that airframe.
10-22-2021, 08:49 AM
#18
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Thread Starter
Joined APC: Jul 2018
Position: ATP
Posts: 261
Originally Posted by squib
The funny part about all of this is the airlines have convinced the public that they use HEPA filters.
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