Any "Latest & Greatest" about Delta?
04-17-2013, 08:00 AM
Gets Weekends Off
Joined APC: Feb 2010
Position: NYC 320B
Posts: 271
Originally Posted by Timbo
He started quoting the "Text Book" answers, about second segment climb and all that crap. I didn't argue with him, it was my Capt. Checkride, so like a good doobie, I just smiled and nodded my head and said what I always say to the FAA:
"Oh, yeah, you're right, I never looked at it like that, thanks for your valuable input..."
"Oh, yeah, you're right, I never looked at it like that, thanks for your valuable input..."
04-17-2013, 08:04 AM
Gets Weekends Off
Joined APC: Sep 2008
Position: Kickin’ Back
Posts: 6,971
Originally Posted by Timbo
When I first checked out as my fist Capt. job on the MD88, I had the FAA on the jumpseat to watch on the last leg. His one critique was that I rotated slowly...
I mentioned that since we had departed from a 10,000' runway, with no obstacles, wouldn't we be much better off, rudder control and climb wise, if we had lost an engine at V1, with the extra 10 knots...?
The only time I worry about getting up quickly and being right on V2 is if it's a very short runway or there is an obstacle to be cleared, and 99% of the time, there isn't.
If the guys in the DFW 727 no-flap takeoff (1987) had rotated slower, they might have been able to fly off, it was a 12,000 runway. Ever since that accident I've never been in a hurry to "jerk it off"....so to speak!
I mentioned that since we had departed from a 10,000' runway, with no obstacles, wouldn't we be much better off, rudder control and climb wise, if we had lost an engine at V1, with the extra 10 knots...?
The only time I worry about getting up quickly and being right on V2 is if it's a very short runway or there is an obstacle to be cleared, and 99% of the time, there isn't.
If the guys in the DFW 727 no-flap takeoff (1987) had rotated slower, they might have been able to fly off, it was a 12,000 runway. Ever since that accident I've never been in a hurry to "jerk it off"....so to speak!
I got a critique one time from an FAA guy sitting on my jumpseat that he thought I was a little too quick turning on the seatbelt sign. I told him I'd rather be on the safe side than sorry and if/when something happened, when I was standing in front of the board, I wanted to be able to say "the seatbelt sign was on." I will add that I'm NOT one who turns it on at the slightest bit of turbulence.
My 2 cents worth!
Denny
04-17-2013, 08:06 AM
Gets Weekends Off
Joined APC: Sep 2008
Position: Kickin’ Back
Posts: 6,971
Originally Posted by Avgwhitemale
Seasoned veteran! I always try to remember there is a reason these guys work for the FAA. I find it curious I have yet to fly a DAL trip with a former military tanker (strange group indeed) pilot yet most former military tanker pilots went and found employment with the FAA....
Hey! Careful! I resemble that remark!! Ferd would probably agree with you!
There are some of us here.Denny
04-17-2013, 08:07 AM
The Brown Dot +1
Joined APC: Jun 2009
Position: 777B
Posts: 7,775
Originally Posted by forgot to bid
I loved the memo "you guys rotate too slow..."
I can a) be too slow or b) drag tail.
One requires a mahogany table and the other doesn't. On the 88 we have some that like a one quick yank off the ground. More power to them but if I was on the computer I'd pull up that awesome 88 departing in the snow shot, that tail gets close normally.
Timbo or Scambo or any other globe trotting 777 gurus, is the 772 like the 762 and pretty much in the clear?
I can a) be too slow or b) drag tail.
One requires a mahogany table and the other doesn't. On the 88 we have some that like a one quick yank off the ground. More power to them but if I was on the computer I'd pull up that awesome 88 departing in the snow shot, that tail gets close normally.
Timbo or Scambo or any other globe trotting 777 gurus, is the 772 like the 762 and pretty much in the clear?
The 777 is easy to grease on until you prang one. Then, due to lack of landings, it probably took me 6 months to get my mojo back. Its embarassing. Its like E.D. for landings.
04-17-2013, 08:09 AM
Runs with scissors
Joined APC: Dec 2009
Position: Going to hell in a bucket, but enjoying the ride .
Posts: 7,722
Originally Posted by Avgwhitemale
Seasoned veteran! I always try to remember there is a reason these guys work for the FAA. I find it curious I have yet to fly a DAL trip with a former military tanker (strange group indeed) pilot yet most former military tanker pilots went and found employment with the FAA....
All I had to learn at UPT was to keep my mouth shut, and I nearly flunked that!
But your point is well taken, I hated going to any SAC base, way too many "SAC Stan-Eval Copilots" walking around there, all zippers zipped, hats on, boots shined.
04-17-2013, 08:17 AM
Runs with scissors
Joined APC: Dec 2009
Position: Going to hell in a bucket, but enjoying the ride .
Posts: 7,722
Originally Posted by scambo1
I am not aware of us having a tail strike on the 777, but in the fctm (without reference) I think it is 12 degrees for the -er. IMO, the -LR is the one with the greatest propensity. My personal technique is to rotate gently (we're usually pretty heavy), wait for unstick, then pull it up to the flight director. On landing, I aerobrake and occasionally, you do get a nose up moment from the reversers or a wind gust. I hear Timbo just zens the thing on.
The 777 is easy to grease on until you prang one. Then, due to lack of landings, it probably took me 6 months to get my mojo back. Its embarassing. Its like E.D. for landings.
The 777 is easy to grease on until you prang one. Then, due to lack of landings, it probably took me 6 months to get my mojo back. Its embarassing. Its like E.D. for landings.
Just relax, find your center, picture the shot, turn off all the sound, be the ball Danny.
It's kind of hard to be the ball with you talking!
see the ball be the ball - YouTube
I'm not talking, I'm not talking now...
04-17-2013, 08:18 AM
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
There are six wheels on each main truck on the 777. I hear that Timbo likes to taunt Newk by landing on just one of the six and holding the rest off the rest of the runway. He still lands and stops in the first 3000' while doing it.
And he can keep 250 knots not to the marker but to 1005'. He then is fully configured and stabilized at 1001'.
"You're turn new." He says.
And he can keep 250 knots not to the marker but to 1005'. He then is fully configured and stabilized at 1001'.
"You're turn new." He says.
04-17-2013, 08:23 AM
Runs with scissors
Joined APC: Dec 2009
Position: Going to hell in a bucket, but enjoying the ride .
Posts: 7,722
Originally Posted by forgot to bid
There are six wheels on each main truck on the 777. I hear that Timbo likes to taunt Newk by landing on just one of the six and holding the rest off the rest of the runway. He still lands and stops in the first 3000' while doing it.
And he can keep 250 knots not to the marker but to 1005'. He then is fully configured and stabilized at 1001'.
"You're turn new." He says.
And he can keep 250 knots not to the marker but to 1005'. He then is fully configured and stabilized at 1001'.
"You're turn new." He says.
That's how you're supposed to land right? One wheel at a time, right? I thought everyone did it like that! Hey, if you can't grease it on in Dubai, with 14,500' available and calm winds, you might as well take up golf!
But Scambo is right, it is the easiest landing airplane I've flown yet. Very forgiving with all those extra tires to absorb your impact!
04-17-2013, 08:30 AM
Gets Weekends Off
Joined APC: Feb 2007
Position: 765-A
Posts: 6,844
Originally Posted by forgot to bid
There are six wheels on each main truck on the 777. I hear that Timbo likes to taunt Newk by landing on just one of the six and holding the rest off the rest of the runway. He still lands and stops in the first 3000' while doing it.
And he can keep 250 knots not to the marker but to 1005'. He then is fully configured and stabilized at 1001'.
"You're turn new." He says.
And he can keep 250 knots not to the marker but to 1005'. He then is fully configured and stabilized at 1001'.
"You're turn new." He says.
If opportunity knocks and he's not home, opportunity waits.
04-17-2013, 08:31 AM
Line Holder
Joined APC: Jan 2010
Position: 7ERB
Posts: 83
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Per lca, 75/76 fleet now first to get tablets by the end of this year. Use your own or company provided Surface
Per lca, 75/76 fleet now first to get tablets by the end of this year. Use your own or company provided Surface
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