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09-25-2020, 06:48 AM

#199581

notEnuf

Gets Weekends Off

Joined APC: Mar 2015

Position: stake holder ir.delta.com

Posts: 10,022

Quote:

Originally Posted by PaulFooley

This was my experience when I experienced an engine failure shortly after takeoff on the first leg of a 3-day trip in 2011. Scheduling was ready to deadhead us out to re-join our rotation but the duty pilot stopped them and we were released from the remainder of our trip.

Scheduling generally doesn't know the circumstances for the schedule adjustment unless they are told by the pilot or duty pilot. They just do their job to cover flying. This is why the duty pilot call is a requirement. BTW both pilots independently have evaluate there willingness to continue, just as with any other fitness for duty scenario. Regardless of the pressures to continue serious thought needs to given to the ability to duplicate the outcome on the very next flight. At a previous employer they would just shut you down, no questions and no decisions, just policy. It gives you time to reflect and document which is a big part of what happens next.

09-25-2020, 07:12 AM

#199582

Viking busdvr

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Joined APC: Dec 2015

Posts: 845

Can someone in the Atlanta area reach out and help this troubled flight attendant?

https://www.ajc.com/news/nearly-60-c...BGCCIPVCUX7YQ/

09-27-2020, 11:53 AM

#199583

Lifeisgood

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Joined APC: Sep 2006

Posts: 1,233

Quote:

Originally Posted by Stryder

320 question. Where does it say the engines need a 2 min warm up? Captain and I looked and couldn't find it. All we found was the 5 min cold one. Is it just a carryover from the other fleets?

Not 320 guy, but typically vol. 1, before take off procedure.

09-27-2020, 12:16 PM

#199584

sigler

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Joined APC: Dec 2012

Posts: 290

Quote:

Originally Posted by Stryder

320 question. Where does it say the engines need a 2 min warm up? Captain and I looked and couldn't find it. All we found was the 5 min cold one. Is it just a carryover from the other fleets?

I’m not at Delta, but I’ve flown the 320 and remember the IAE engines had the warm-up time removed from my company’s manual, so you could start’em right near the runway if you wanted to. The 321 still had a 2-minute warm-up but that was a function of the center tank fuel transfer BIT after start-up rather than an actual engine requirement.

Last edited by sigler; 09-27-2020 at 12:31 PM.

09-27-2020, 12:20 PM

#199585

StartngOvr

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Joined APC: May 2014

Position: Drivin’ the bus

Posts: 717

Quote:

Originally Posted by Lifeisgood

Not 320 guy, but typically vol. 1, before take off procedure.

Correct.

Vol. 1: 3.4.12

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09-27-2020, 02:37 PM

#199586

Stryder

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Joined APC: Nov 2015

Position: MD88FO

Posts: 123

Quote:

Originally Posted by StartngOvr

Correct.

Vol. 1: 3.4.12

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Thank You!! One more question for you or any other Airbus pilots. What is Thrust Bump. I see it puts a B next to N1 when activated but what is it? In vol 2 70.90.4.27 it says its green when engaged, amber when selected but not engaged and cyan when selected. Any one know about this?

09-27-2020, 02:52 PM

#199587

Der Meister

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Joined APC: Apr 2008

Position: 320A

Posts: 909

Quote:

Originally Posted by Stryder

It's an old system that isnt used anymore. It was essentially a max power take off that allowed the full rated thrust of the engine. Also I believe it could only be used 50 or 100 times total. Before the engine would hved to be overhauled.

09-27-2020, 03:24 PM

#199588

StartngOvr

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Joined APC: May 2014

Position: Drivin’ the bus

Posts: 717

Quote:

Originally Posted by Stryder

It’s French for afterburners

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09-30-2020, 10:06 PM

#199589

ShyGuy

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Joined APC: Dec 2005

Posts: 8,898

Totally random question I apologize, do all Delta 737s have HUDs on the CA side?

If so, do your 737 procedures require the HUD “mandatory for all takeoff, approach, and landings for tailstrike warnings?”

09-30-2020, 11:43 PM

#199590

Omar 111

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Joined APC: Feb 2015

Position: 73na

Posts: 286

Quote:

Originally Posted by ShyGuy

Yes, all our 737’s have a Capt side HUD. Ops manual says HUD “should” be used for takeoff, approach, and landing. Should is used to indicate compliance is expected.