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Quick question are authorized personal drops paid?
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Originally Posted by flyallnite
(Post 1392909)
If we can't use it for charts, can't use it below 10000, can't connect to the internet in flight, can't do my bids or recurrent on it, then no... it's just another heavy expensive brick I have to take out at security. Make it really functional and maybe I'll find it useful. It kinda makes sense since it sounds like the 717 program is getting a bit behind. I'm sure Microsoft has a warehouse filled with unsold Surfaces they're looking to unload.
What a stoopid commercial. |
Originally Posted by INAV8OR
(Post 1392941)
Quick question are authorized personal drops paid?
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What are the steps again to correct IE10? Open time is staggered, and flight availability is spread way out.
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Originally Posted by NERD
(Post 1392953)
What are the steps again to correct IE10? Open time is staggered, and flight availability is spread way out.
You're welcome. :cool: |
Originally Posted by Pineapple Guy
(Post 1392938)
I argued this point also, once, with an LCA (not on a checkride), and his response was, "well, if we let you rotate slow on most take offs, you won't know to do it "by the book" when flying out of LGA on a wet runway....
I was speechless. I keep trying to put my finger on Delta training and I think id term it gap training. "We leave gaps, you fill them in." Sometimes things that should not be pilot technique are and things that should be aren't. Somethings that need procedures are said to be technique and Captains perogative but make sure you do all of the steps in the FOM and AM. We're told we're not paying attention and we hit things on the ground but hey why don't you do the equivalent of text and drive on taxiway F from ramp 1 to ramp 5 in ATL. anything except VNAV to the marker gets hand wringing on a line check but you need to stop looking down at the FMS. Rotate faster but don't hit the tail. Hurry up at the gate and push and start but be safe. Too many.derectives by committee I think. I kind of think we just need a single voice. And I understand 700 planes and 11500 pilots is a lot to deal with but if they can't trust us to know the difference of ATL 9L on a clear day and LGA in the summer then someone needs to go back to the drawing board. |
Originally Posted by Timbo
(Post 1392837)
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...? :rolleyes: 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! |
Not once did I ever get debriefed on my rotation technique on the 75/76 and the 737.... I would rotate at a normal pace to 7.5-8.5ish degrees and stop. Let her unstick, then continue up at a normal pace to whatever is needed. Works good, lasts long time!
Love that tablets are coming! Hopefully they will be able to be utilized through all phases of flight. |
Originally Posted by buzzpat
(Post 1392968)
You can't rotate slowly enough on the -800. It'll be much more critical on the -900. I've seen guys jerk it off the runway. Not good. I rotate very slowly and will be even more cautious with the -900. The tail clearance is just too close. The Captain's HUD shows the tail v. runway clearance.
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Ouch! The latest FCB on the 767 says it all.
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