That was AA vs AA. Not AA vs others. And the recent trend was up.

Been a little while since I was on the airplane, but if you’re talking about the procedure of turning the bleed off then the packs off then the bleed back on...it was because we had a rash of episodes where, when we didn’t do those steps the APU would auto shutdown at that point (99% of the time during the pushback) leaving us with a dark airplane for a minute or two while we restarted it. The “auto shutdown” problem went away when we started doing the “extra step.” It doesn’t surprise me that the Instructor didn’t know the answer to that question since they have as much equipment movement there as we have in the metal.

The 737 and I’m sure the other fleets already have flows. It’s time they just make it formal. Plus need a way to avoid re doing everything for a through flight. There’s ways to make it 2018 and match it up to the airbus and other fleets easily. Those who say it’s not possible are just stuck in their ways.

Also need to get call outs harmonized. No reason they’re not among the fleets. Hopefully we get there soon. It’d be beneficial to the airline as a whole. Need to just keep it basic. PM PF duties. None of this “CA calls localizer capture and GS capture.” Just makes no sense to not make the PM do those. Minus it’s how we’ve always done it which again isn’t a good argument. Just little things like that the 737 etc fleets need changed.

This discussion reminds me of a question I asked during my Captain upgrade onto the DC-9 a long time ago (I'm LUS, retired 10 years).

Upon taking the runway, you turned the ignition "on" for takeoff. In the event there was an engine failure, you were supposed to rotate the ignition switch to "over-ride". Supposedly, this bypassed a safety switch in the fuel cutoff levers and insured that the igniters fired.

"Why do we wait for the engine to quit before going to the "over-ride" position? If it's helpful....why not take off with it in that position in the first place? What advantage is there in waiting for the engine to quit?".

I'll never forget the answer that came from the stumped look on the instructor's face....

"Just do it. That's the way it's always been done. You're new on this thing. What makes you so smart to start asking questions....?".

Hmmmmm.

I still don't have a good answer to my question after all these years.....

Seems like a lot of human nature remains the same???

$$$
Igniters cost money
Igniters burn up sooner in OVRD

It could also be turning the Center Fuel Pumps off to start the other engine if you single-engine taxied (or turning them on after engine start). It had something to do with a circuit breaker in the LAA fuel system that the LUS airplanes didn't have, but it was the more conservative procedure of the two, so it was adopted fleet-wide.

Are you saying the 73 has flows? If so, I wasn’t aware of that. I’m pretty sure the 75/76 does not have flows. And what’s wrong with the CA always calling the loc/gs call? I’m used to it. In other words, you just want to do it your way because you’ve always done it that way also.

75-76 OM1 I’m studying now for transition course has flows. They’re not pretty like the bus, but they’re flow-ish.

Baby steps!


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The captain is doing most stuff, why not that too, right?

Dang, how did AA captains get so smart after hiring F/Os that couldn't handle the little things? :p

With regard to the wide bodies, is it policy for FOs to taxi when it’s their sector? It’s common for international carriers as there are two tillers.