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Originally Posted by Bucking Bar
(Post 1765286)
My Contract 2015 expectations have been raised. Ford had me at "flat plane crank" (aka, why V8 Ferrari's sound so good). Nobody's built one this big. This should be stonkin great! Kinda glad I waited (chickened out). |
Originally Posted by saudawg
(Post 1765419)
Bar, Any guess on the price?
My guess, you might find one around $55k upwards. |
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The 6-speed Chevy 4-door should be scary.
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Originally Posted by 80ktsClamp
(Post 1765394)
How much would you guys hate me if I quoted Oberon's ginormous picture?
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Originally Posted by 80ktsClamp
(Post 1765394)
How much would you guys hate me if I quoted Oberon's ginormous picture?
Ginormous = 23% or > Assuming always PS untouched. |
Originally Posted by Check Essential
(Post 1765379)
15 yard penalty on Oberon for the oversize pic. I'm not very good at the internet. |
[QUOTE=Oberon;1765314]
That's just like your opinion man. Hey - is it just me or are you stealing Bar's material? Scoop :p |
Originally Posted by Cohiba
(Post 1763888)
The issue with all the callouts has long been noted by the NTSB and our ASAP reports show all too many times either an incomplete understanding of the automation or the PM failing to make a timely callout. Personally I think Delta is trying to address it but the pendulum has swung too far and the Standard Text didn't help (e.g. approaching vertical path and approaching inbound course).
The Flight Safety Foundation released an industry report on Pilot Monitoring. The NTSB and FAA are hardover on the incident data and the report is an attempt to standardize what the crews should/should not do and when they should/should not do it. Looks like several Delta pilots wrote it. Its supposedly written for Pilots and no pyscho-babble. I haven't read it all, but so far like it. The final study is available on the FSF website at Flight Path Monitoring | Flight Safety Foundation It seems now what we get is the near constant checking/rechecking/verifying/how's that look? cockpit of today. Sure I support procedures to mitigate mistakes and I think the PM should be actively engaged, but what we have now is growing very tedious and may have the opposite effect. And I think this publication has gotten LOTS of traction at Delta, DALPA and ALPA, hence all the changes we have to live with.:( |
Originally Posted by MCFlyer
(Post 1763896)
As a new FO, I appreciate a detailed abnormals/abort brief on the first leg of a trip. I also think it's worthwhile to re-visit the abnormals on subsequent legs. It takes very little time and sets a professional tone.
'Approaching Inbound Course' and 'Approaching Vertical Path' are also fine callouts IMHO. What I really wish I could do as the pilot flying is configure the gear and flaps myself. It seems like everytime I want to want to configure, the Captain is talking to ATC, which causes unnecessary delays in configuring. But then again, it's probably just me... MCFlyer MCFlyer: First off, Welcome Aboard! Regarding 'self-configuring,' if you're already thinking about it, ask for it. Don't delay. If you do, there's always the speed-select knob and/or the speed brakes. Since you're transitioning from single-seat to multi-crew, you'll develop better SA with time... and later be able to predict what the other guy is going to do, and when, etc... The only cautions I'd have on the 'Selfies' are: --Don't overspeed the flaps. --Don't set flaps to get a gear warning. (737 might be flaps 25, like the 767/757.) It may cost you a beer! :D Have Fun! DFW |
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