35 Large RJs coming back?
05-21-2021 | 05:32 AM
#531
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05-21-2021 | 08:59 AM
#532
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We were having this very discussion on my last trip. Almost every leg we had TW00 and more than once, it was close. Why not give a little be of relief on that? Expecting crews to send in an additional request all the time should not be he answer.
05-21-2021 | 09:03 AM
#533
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I believe this is discussed in a bulletin this month. Not sure where. There is an auto-logic for including tailwinds based on the current winds. They published a table.
05-21-2021 | 09:34 AM
#534
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Joined: Apr 2018
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it's gotta be so they can use the absolute minimum takeoff power to save juuust a tiny bit more gas and wear on the engines.
05-21-2021 | 11:52 AM
#535
Really got furloughed
Joined: Aug 2015
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From: Gramercy Riffs
...and on the 737 transition to full climb power thereby negating any benefit gained from flex takeoffs. Too bad there’s not a way to select a climb power setting that correlates to the takeoff power setting.
05-21-2021 | 11:57 AM
#536
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05-21-2021 | 12:20 PM
#537
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Joined: Jun 2016
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From: Here
Time and Place for Everything
Early high turn to short final from downwind ATL...yeah, straight to flaps 5...other times as needed. Sometimes the drag in occurs at other places, but perhaps a conservative approach to the visual is needed. Early config is not a one size fits all...
05-21-2021 | 12:32 PM
#538
On Reserve
Joined: Jun 2016
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From: Here
The Art of Energy Management
Do you really think that flying 10 knots below the placard speed is not inefficient? What’s the point? Do you really think a 737 is going to fall out of the sky because you don’t have Flaps 5 in the terminal environment? I routinely wait until 10 knots above the min speed before selecting the next flap setting. All it takes is a gust to put you into the clacker. And a flap overspeed is a lot bigger deal than exceeding Mmo in cruise.
As far as the WDR analysis is concerned, I’m onboard with independent and silent analysis. And since you raised the issue I’m happy to see the fleet leadership has toned down the “dwell time,” admonishments and emphasized slow and careful analysis prior to taxi — as evidenced in a recent fleet newsletter.
As far as the WDR analysis is concerned, I’m onboard with independent and silent analysis. And since you raised the issue I’m happy to see the fleet leadership has toned down the “dwell time,” admonishments and emphasized slow and careful analysis prior to taxi — as evidenced in a recent fleet newsletter.
A 737 certainly descends better at 240 and flaps 5 than 210 flaps 5. Again, time and place dependent. The hazard of "mandating" or making it a "training" dictate is that it become one size fits all, leading to arriving at 1000' with too much energy necessitating a go-around...how'd that fuel savings work out for you then...?
05-21-2021 | 01:19 PM
#539
Line Holder
Joined: Oct 2007
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From: Fairly local
This is what I don’t get. On the 717 we use the same derate now as we did before. Before we routinely had TW10. Now it’s almost always TW0. The only thing I can tell *might* have changed is lower V speeds. Same derate and maybe get off the ground sooner. I don’t know what that saves, but I DO know it introduces unnecessary complexity and potential risk.
05-21-2021 | 01:54 PM
#540
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Joined: Dec 2007
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I know of many times when the wind has been blowing down the runway all day on the ATIS then when you get to the runway the wind sock is showing a tailwind or Tower spits out a tailwind wind read in a quarter of a second then clears you for takeoff
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