Any "Latest & Greatest" about Delta?
Guess you'll have to wait until you hold a Captain's seat and start flying with newhires! Great point about the F-16 load variations and airfield elevations.
The only B-1 that I've witnessed with tail damage was one that was refueled improperly causing it to fall back on its tail. Oh, and the one gear up landing we had overseas.
The only B-1 that I've witnessed with tail damage was one that was refueled improperly causing it to fall back on its tail. Oh, and the one gear up landing we had overseas.
And I do believe goddam is the proper term.
Gets Weekends Off
Joined APC: Oct 2010
Position: Decoupled
Posts: 922
I'll bet there'll be a big memorial service in Waco next week, particularly remembering the first responders who died in the blast, and I'll bet that the governor of Texas will be the speaker.
Firefighters missing after massive, deadly Texas blast - CNN.com
Firefighters missing after massive, deadly Texas blast - CNN.com
I felt the same way when they disappeared from our bid packages (LAX 7ER) a couple years ago. It's great to have them back. Love the shorter drive and avoiding the employee bus ride that never ends in LA. Hope you get some too though...but not too many.
Gets Weekends Off
Joined APC: Jun 2010
Posts: 631
Guys still talk about the SVO 763 tail strike. I hear it periodically still.
BTW, here is a pic Авиационный форум AVIAFORUM.RU - Показать сообщение отдельно - Шереметьево от SVOих.
Makes you wonder about the Aeromexico 762
BTW, here is a pic Авиационный форум AVIAFORUM.RU - Показать сообщение отдельно - Шереметьево от SVOих.
Makes you wonder about the Aeromexico 762
That being said...savvy long-term 767ER pilots almost always do the 2-step method of slightly rotating and getting it off the ground and waiting a few moments and then rotating on up to 12-15 degrees and watch the speed. The 767 is particularly prone to flap overspeeds because we're using flaps 5 and as you push over on the NADP1 profile...it accelerates like a raped ape. Carl brought up a point that has not been mentioned much.
In the Qual Stds for Q and CQ, we grade V2+10. The weights we'd been using make it really hard to meet the speed standards and consequently the focus has been on V2+10 and not properly flying the plane. So....we went back and adjusted the Qual Std and now the emphasis is not on V2+10.
The SVO debacle was just that. FO on cherry flight. Never did a heavyweight 767 takeoff. Complex departure, metric altitudes, low altitude hold-down and not english-proficient ATC. Capt lets the "fully certified" FO do the takeoff. They were within 500 lbs of max gross weight. FO "snatches" the plane off the runway, scrapes the tail. Capt tells the FO to continue flying and he and RF will work the problem (like we learn in CQ). FO blows through altitude, misses the radio switch and now they're NORDO and climbing to the moon. Not our best effort by a long shot. The company wanted to fry the FO and when cooler heads prevailed, they considered the Capt's action. May have been mucho better to let Junior watch the TO and let the experienced RF or Capt do it. The Threat was an inexperienced FO.....but the Capt probably should've recognized a better solution instead of just blindly following what we always do....
Cohiba,
Great post. Pretty informative.
Great post. Pretty informative.
Last edited by newKnow; 04-18-2013 at 11:23 AM.
Are there qualifiers for white slips like there are for yellow slips? I wanted to put in an open white slip but only wanted to designate international layovers.
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