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Originally Posted by CheapTrick
(Post 1494938)
Sorry, nothing is faster than Bill Panke on his way to a date.
He was telling me this story of how he set up this water balloon launcher on his deck, but he used it to launch potatoes at his neighbors house. Nobody could keep you laughing harder and longer than him on a transcon. |
Originally Posted by Erdude32
(Post 1366023)
Hopefully this is also the beginning of the end of the Alaska codeshare. I think Marketing and network finally woke up to the reality that they are NOT our little regional feed and through the "enhanced" agreements with American and Emerites...that they are a competitor and should be treated as such. My prediction: when we start taking deliveries of the 717's and 900's next fall/winter, we won't be parking the older 320's and 757's as scheduled....but that we will continue to replace Alaska capacity on the West Coast, ultimately ending the codeshare completely by this time next year:).
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Originally Posted by Erdude32
(Post 1494974)
Winner winner chicken dinner, I called this 7 months ago. Alaska is going down.
...or it could be that we've decided that DOJ won't let us buy them and we just have to do the feed ourselves. So, does Compass have a west coast base, or have they announced plans to open one? Anybody know what routes the E175's are being pulled from to do this new flying? |
Originally Posted by full of luv
(Post 1494925)
Buck,
Some great stories from the E120. I'd say with Navy transports at least, the biggest difference is your QRH is just for handling the emergencies, then it's most pilots goals to have diagnosed the actual problem through pulling and reseting circuit breakers inflight prior to giving the plane back to maint. Navy maint folks cycle through often, so you don't have the level of expertise there and if you turned in a plane and said AOA out of service, they'd have it down for 24 hours of diagnostics and a FCF required to test their best guess of a repair. If you wrote up, #1 AOA gage heater inop, then they'd fix that right away. Also, for a long time, the Navy treats every aircraft tire as if it's next landing is onboard a carrier. I literally pressed my thumbnail on the side of a DC9 tire one time and the crew chief thought it was a sidewall cut and therefore tire is no good. ANY cord showing, tire is considered out of service. Now of course location can have an effect on tire condition, IE tires always good enough for Afghanistan takeoff. I have NEVER heard of a Navy transport having a blown tire on a normal landing unless the aircraft had another issue first. No sh1t. The running joke at my previous squadron was that the tire replacement specifications were written by the Goodyear sales representative. :eek: Of course if the crew chief wanted to down the A/C while stopping over at Wake Island or Key West, better safe than sorry. :D Scoop |
Originally Posted by Erdude32
(Post 1494974)
Winner winner chicken dinner, I called this 7 months ago. Alaska is going down.
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Originally Posted by forgot to bid
(Post 1494935)
Bar,
Hilarious man. :D :D I also loved on the step downs on the ILS in to IAH that we figured out instead of trimming an airplane whose trim wheel doesn't move well, how about we just keep the right engine at cruise power and pull the left one to idle. That way it stayed trim in the descent and level off and then the next descent and so on. Get it trimmed up on base leg ... take hands off controls ... As you pull power the aircraft will fall into a ~1,800 FPM descent and turn. at 90 degree base, add sufficient power to level off and restore level flight on assigned heading. Add flaps and power as necessary to manage descent rate and heading. Repeat for turn to final, flaps 15 gear down props 100, add power to now align with runway and add flaps to manage power required to hold runway alignment. Put hands back on primary flight controls to flare. The guys who practiced could hold headings + or - 5 degrees or less and altitude to within 20 feet without ever touching anything but the throttles. Never saw anyone land using this technique. It was remarkably smoother than trying to fight the torque and constantly retrim. Since the airplane sought stability the passengers got thrown around a lot less than hamfistedly trying to trim into the changing torque requirements. An engine failure fire with an unfeathered prop V1 cut was something like three or four pages of immediate action items ... we had three different electrical systems, which got a friend of mine when he pulled the left engine taxiing into Asheville. He lost braking and went into the fence .... Great guy, fantastic pilot, a momentary brain freeze could be a career modifying event. At least you had the older airplanes with the aft lav. Ours were up front behind the FO's seat. They would leak, which added a blue streak below ASA's Eastern Airlines Burger King wrapper motiff making ours a huge Gay Pride rainbow. http://farm4.static.flickr.com/3438/...c5b0659ea8.jpg E120, being worked on, passenger under APU, but of course it is ... "tunnel of love" pulled up for "seamless service" ... SkyWest was told those things were worth something like $15,000,000.00 ASA had no lav carts (or just did not care). We would get them dumped occasionally at FBO's, but the Company complained about the bills. The smell when you opened the door in the morning would about knock you off the stairs. A customer wrote ASA on one of my flight about our Mach 0.55 Porta John and I forwarded that letter to Delta when we were bought. Delta's VP of Customer Service bought us 4 new shiny lav carts ... which never got dumped except through spillage when taken around corners at whatever the max velocity of a tug is. As an FO, you learned to "avoid the blue chalupas." We learned quickly to dump cabin pressure any time we heard the toilet pump (recirculated whatever was in the tank) activate. $12,200 a year Baby! Oh and two of my last E120 stories ... DH Delta pilot nearly started an uncommanded emergency evac in Macon (with props turning) when crew accidentally left the RAM air switch on and overheated (smoked) a pack. Again in Macon a mechanic left a bottle or two of parts cleaner in a cowling which blew back onto the jetpipe and caught fire. Tower tells Asey crew "you're on fire." Asey crew responds, "we have no indication of a fire, we are continuing." Tower calls back, part of your right engine just left the airframe (bottle blew up knocking part of the aft cowl flap off) "OK, we're coming back..." That's just kind of how unflappable (no pun intended) it sorta used to be. How the FAA left that continue with new hires upgrading to Captain still sort of amazes me .... |
Originally Posted by gloopy
(Post 1495008)
Most of the arrangement that is beneficial to us comes from Horizon. That is some unique flying that we probably wouldn't ever do on our own.
It's more fun that sitting there doing position reports for 6 hours and I can't run enough to not gain weight with some of the yummy food that comes through the door. |
Originally Posted by Bucking Bar
(Post 1495009)
You reminded me ....
Get it trimmed up on base leg ... take hands off controls ... As you pull power the aircraft will fall into a ~1,800 FPM descent and turn. at 90 degree base, add sufficient power to level off and restore level flight on assigned heading. Add flaps and power as necessary to manage descent rate and heading. Repeat for turn to final, flaps 15 gear down props 100, add power to now align with runway and add flaps to manage power required to hold runway alignment. Put hands back on primary flight controls to flare. The guys who practiced could hold headings + or - 5 degrees or less and altitude to within 20 feet without ever touching anything but the throttles. Never saw anyone land using this technique. It was remarkably smoother than trying to fight the torque and constantly retrim. Since the airplane sought stability the passengers got thrown around a lot less than hamfistedly trying to trim into the changing torque requirements. An engine failure fire with an unfeathered prop V1 cut was something like three or four pages of immediate action items ... we had three different electrical systems, which got a friend of mine when he pulled the left engine taxiing into Asheville. He lost braking and went into the fence .... Great guy, fantastic pilot, a momentary brain freeze could be a career modifying event. You reminded me... we had 3 different electrical systems, so the takeoff mins charts always needed to be figured with the correct AC number. On the first system, if you lost a generator, you lost all instruments and needed to immediately disconnect the bus tie and switch to a standby system. On the second, you only lost the instruments on the side of the failure (theoretically). On the third, it was fully automatic (theoretically). Got to love those Brits and their dry sense of humor! Jolly good show, Old Boy!! Other factors: Water Meth or APR? How worn out were the engines? (answer: totally.) Were you going with the "clean aircraft concept" or sticking with the "It'll blow off" school of thought? (Important caveat: Do I have elevator horn heat on this one?) And the ever popular, "Do I feel lucky?" Fortunately (with a few notable exceptions), no lavs aboard. |
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Originally Posted by scambo1
(Post 1494942)
I was flying with Bill once and this FA comes up to the cockpit to mention she is jumpseating. Bill says to her "spin around" so he can give her the once over...only hanky Panke could get away with that stuff.
He was telling me this story of how he set up this water balloon launcher on his deck, but he used it to launch potatoes at his neighbors house. Nobody could keep you laughing harder and longer than him on a transcon. Denny |
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