A350-1000 and other Fleet News
01-08-2024, 05:58 AM
#1971
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Joined APC: Apr 2018
Posts: 3,071
Originally Posted by PilotBases
When I see people start putting in random radials on reporting points for some reminder and the ND is cluttered with ****, I start to wonder if things are just done because button pressing is fun.
01-08-2024, 06:22 AM
#1972
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Joined APC: May 2015
Position: A350 Both
Posts: 7,292
Originally Posted by PilotBases
When I see people start putting in random radials on reporting points for some reminder and the ND is cluttered with ****, I start to wonder if things are just done because button pressing is fun.
01-08-2024, 07:18 AM
#1973
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Joined APC: Mar 2015
Position: stake holder ir.delta.com
Posts: 10,133
Originally Posted by m3113n1a1
Yeah, people have weird habits. It's like the guys who once on the WATRS spin the single engine drift down altitude and speed into the courses. Just a weird thing to do. Why don't they do that when they're crossing the Rockies and drift down might actually matter?
01-08-2024, 07:20 AM
#1974
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Joined APC: Mar 2015
Position: stake holder ir.delta.com
Posts: 10,133
Originally Posted by JamesBond
Do you send turbulence reports oceanic?
01-08-2024, 07:45 AM
#1976
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Joined APC: Sep 2013
Position: On the hotel shuttle
Posts: 5,835
Originally Posted by notEnuf
I never really got the idea of keeping it at max single engine altitude. .
The dead engine on the 767 cannot be anti-iced and the icing can build up rapidly. This is all in the OE Guide.
01-08-2024, 07:49 AM
#1977
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Joined APC: Jun 2015
Posts: 1,677
Originally Posted by notEnuf
FL180 works in the continental U.S. and over water every time for driftdown I never really got the idea of keeping it at max single engine altitude. But I dont ever use the max altitude in the FMS either usually -2000. How many high altitude events have we had over the years? If I'm going somewhere with terrain boxes I use that procedure.
01-08-2024, 08:00 AM
#1978
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Joined APC: Jan 2010
Position: Representing the REAL Delta
Posts: 857
Originally Posted by notEnuf
No because New York Airinc doesn't have time for PIREPs on HF. They are too busy reading official weather advisories.
They get plenty of data and updates from the compulsory waypoints.
01-08-2024, 08:23 AM
#1979
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Joined APC: Mar 2015
Position: stake holder ir.delta.com
Posts: 10,133
Originally Posted by GogglesPisano
It helps keep you clear of icing conditions, depending on the circumstances.
The dead engine on the 767 cannot be anti-iced and the icing can build up rapidly. This is all in the OE Guide.
The dead engine on the 767 cannot be anti-iced and the icing can build up rapidly. This is all in the OE Guide.
Last edited by notEnuf; 01-08-2024 at 08:34 AM.
01-08-2024, 08:28 AM
#1980
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Joined APC: Mar 2015
Position: stake holder ir.delta.com
Posts: 10,133
Originally Posted by Planetrain
Another no-time bucket technique. It can be pretty far from land on some of those far east L-routes. Going to your max range SE drift down first gives you time to plan when dealing with an engine fire far offshore. Triage the jet, then drift down some more or accelerate as needed. On a SE, you’re probably not climbing back up to that SE optimum altitude you just left.
