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Originally Posted by notEnuf
(Post 3268180)
You can enjoy the plane without making excuses for it's short comings. It moves people A to B but its NOT roomy or ergonomic for a 4 hour leg. It has some nice updates like the VSD for RNAV arrivals and a radar with scary mode to keep you out of trouble. The glass has a nice presentation and the HUD is a good low vis tool but mostly gee whiz.
Nice guy…. but inaccurate in this realm because of his unwavering love and loyalty to Delta. |
Originally Posted by sailingfun
(Post 3268183)
Its a option on any airliner. Delta chose not to check that block.
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Originally Posted by Gspeed
(Post 3268222)
It is? I’ve got 6 types across a few airlines and none have had a VOX.
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Originally Posted by OOfff
(Post 3268234)
CRJ, ERJ, and 320 all have it.
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Originally Posted by Jodaaddy
(Post 3268167)
This. If it’s the last leg of day (or trip), put your bag in first class overhead bin.
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Originally Posted by Gspeed
(Post 3268239)
Vox or regular hot mike intercom? Negative on the first in my experience (no 320 experience). Guess I’m always flying a jalopy….
my mistake. Hot mic, which is easy to manage and should be mandatory |
Originally Posted by 172skychicken
(Post 3268307)
FWIW, a luggageworks 22 will fit in the space next to the seat for your flight kit and still allow the seat to slide all the way out. Depending on what sort of flight kit you have, you can just put it on top of your main bag. It's not very comfortable, but it helps if you've really gotta run.
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Originally Posted by cornbeef007
(Post 3268200)
Trip7 is an optimist about the world in general, which is a good thing. However, when anything can be perceived as a slam to Delta he will defend, deflect and deny.
Nice guy…. but inaccurate in this realm because of his unwavering love and loyalty to Delta. Sent from my SM-N986U using Tapatalk |
Originally Posted by notEnuf
(Post 3268180)
You can enjoy the plane without making excuses for it's short comings. It moves people A to B but its NOT roomy or ergonomic for a 4 hour leg. It has some nice updates like the VSD for RNAV arrivals and a radar with scary mode to keep you out of trouble. The glass has a nice presentation and the HUD is a good low vis tool but mostly gee whiz.
In light of all this, it's time to pay tribute to the best aircraft review in history: The MD88 has been issued a Certificate of Airworthiness. Few know how that happened. When you board the jet and observe the stand by instruments are back in a closet, with indications which are inverted, so as to look correct if viewed through two mirrors ... you will realize that Douglas is a little "different." Flying it will teach you many of life's more pragmatic lessons. If you have are a Marine who has flown in combat, you will fit right in. If you are not, welcome to post certification flight test, redesign and redevelopment. Your work writing NASA Reports, ASAP reports, UOR's, and Service Difficulty Reports will help define and refine the Emergency Bulletins, Special Airworthiness Bulletins, Airworthiness Directives, Service Bulletins, Operational Bulletins, Memos and Revisions which are helping to fix the aircraft's avionics, brakes, ground lift dumpers, compressor, electrical system, wings, software, hydraulic, fuel control unit, elevator, software, trim, high angle of attack and basic aerodynamics. You will learn by experience every characteristic of transonic flight ... perhaps on one flight if your Captain is a commuter with a tight connection. In a Boeing you confidently fly to the aircraft's certified limits. In a Douglas, you go until you get scared. The limitations were established by a German test pilot at 9am on his fourth cup of coffee and go pills. It hasn't come apart yet. Give yourself about 5,500 feet for recovery from entering a hold, or trying to top middle altitude stratus clouds, or flying through ice. If you've flown an F104 with a flap/slat failure ... you've got the right stuff. Approach speeds are best set at whatever speed gets your Captain complaining; less 1 knot. With gratitude to your generation of MD drivers phase one of the aircraft's initial design is nearly complete. The challenges of doing this work while maintaining a schedule can not be over stated. Our jet now has fences, kinks, chord extensions, fairings, changes in angle of incidence, tail anhedral, vents, dozens of strakes, vortilons, root extensions, tabs, three different stabilizer extensions, anti float tabs, fins, four different pylon fairings, five separate tip extensions, pylon elevators and hinge modifications ... and as long as we manually add 10 knots to the FMC hold speed, it won't stall and fall into a spin by hitting "execute." Operators of the type are pleased that it's design does not lend itself to digital (ie accurate) means of data acquisition. Horizontal snap rolls in ground effect (ie crosswind landing) look crazy on a DFDAU. Tip of the hat you, should you choose this challenging mission. God speed Sir, God Speed! Sent from my SM-N986U using Tapatalk |
Originally Posted by OOfff
(Post 3268308)
ahh,
my mistake. Hot mic, which is easy to manage and should be mandatory |
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