Any "Latest & Greatest" about Delta?
04-17-2013, 08:32 AM
Gets Weekends Off
Joined APC: Feb 2007
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Originally Posted by Dc8co
You guys not interested in this?
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
04-17-2013, 08:38 AM
Line Holder
Joined APC: Jan 2010
Position: 7ERB
Posts: 83
Originally Posted by newKnow
Is it in writing somewhere?
04-17-2013, 08:39 AM
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Joined APC: Dec 2009
Position: Stay THIRSTY, my friends!
Posts: 1,898
Originally Posted by Dc8co
You guys not interested in this?
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
04-17-2013, 08:45 AM
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Joined APC: Dec 2009
Position: Stay THIRSTY, my friends!
Posts: 1,898
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 it 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 it 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!
Well said sir. I was in SVO when the 767 tailstrike happened. I heard it was a new hire FO, which makes sense because at the time the sim instructors were all breathing down your neck (literally) about "getting that nose up to V2-V2+10 right away!!!" The sim just doesn't rotate like an aft CG 7ER on a cold day. Maybe he rotated early too, I don't know, but I completely agree we are teaching a method that should really be considered a Transport Category airplane's version of a short field takeoff. No need to do anything quickly in a 400,000lb airplane.
04-17-2013, 08:59 AM
Runs with scissors
Joined APC: Dec 2009
Position: Going to hell in a bucket, but enjoying the ride .
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I think the "Problem" might originate in the sim, because the instructor has to have some criteria to grade you on, they choose V2 to V2+15, so they harp on not exceding it, wich is great if you've lost an engine, but what about teaching what to do for a NORMAL takeoff??
04-17-2013, 09:02 AM
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Joined APC: Feb 2007
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Originally Posted by Dc8co
Lca meeting yesterday. Came from Anderson
Sweet! That's good news.
04-17-2013, 09:13 AM
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Joined APC: Jul 2010
Position: window seat
Posts: 12,522
Originally Posted by 80ktsClamp
OK, boys and girls... enough of th religious discussion. Weve made the rounds of blame and, as it turns out, everyone has skeletons in their closet r
04-17-2013, 09:29 AM
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Originally Posted by Timbo
Hey now, watch it! I was an Air Guard KC135 puke! BUT....I had my ATP and over 4,500 hrs. before I joined and went to UPT.
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.
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.
Unfortunately for me, before I went to OTS, I was not aware of the Guard/Reserve avenue......
I know, what a dumb***!Denny
04-17-2013, 09:35 AM
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Joined APC: Apr 2008
Posts: 1,462
Originally Posted by Timbo
I think the "Problem" might originate in the sim, because the instructor has to have some criteria to grade you on, they choose V2 to V2+15, so they harp on not exceding it, wich is great if you've lost an engine, but what about teaching what to do for a NORMAL takeoff??
I was speechless.
04-17-2013, 09:39 AM
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Joined APC: Jul 2010
Position: window seat
Posts: 12,522
Originally Posted by Pineapple Guy
+1
How many pilots have killed people due to rotating too fast and crashing either because:
a) they forgot to put out the flaps
b) they lost an engine at a critical time and couldn't save it
c) they got distracted with another issue and lost control due to low speed
d) they hit windshear with insufficient speed
Compare that number, with how many pilots have killed people because they ran off the end of the runway and/or hit something off the departure end, solely because they were rotating too slowly...
Yet, we continue to preach bad piloting, imo. This has been my biggest pet peeve with how my company tells me to fly airplanes.
How many pilots have killed people due to rotating too fast and crashing either because:
a) they forgot to put out the flaps
b) they lost an engine at a critical time and couldn't save it
c) they got distracted with another issue and lost control due to low speed
d) they hit windshear with insufficient speed
Compare that number, with how many pilots have killed people because they ran off the end of the runway and/or hit something off the departure end, solely because they were rotating too slowly...
Yet, we continue to preach bad piloting, imo. This has been my biggest pet peeve with how my company tells me to fly airplanes.
Likewise, the industry is just now beginning to come around to fixing the insane stall [negative] training many carriers/fleets have been pushing for a long time. Approaching a stall? Hear/feel the shaker? Better pull back quickly because the checkride demands you not lose more than 100 ft of altitude!
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