That's funny.

Time for an obligatory photo of an airplane.

http://cdn-www.airliners.net/aviatio.../8/0551823.jpg

Hey boys...........back from a few days up in Sedona, AZ with Joe Momma. I was reading forward, but gave up and just read the last 5 pages or so.

Some thoughts:

G Dude......you da man, glad to meet the OP. Sort of like the caveman frozen in a block of ice thaw out and actually getting to talk to him. Seriously, welcome home! As a retired USAF guy, I can only assure you that the alumni are proud of you beyond words. Drinks will always be on me!

As far as single engine taxi. I agree with who ever said that we don't do it because there is too much other stuff going on. More than one guy I've flown with say something along those lines. I taxi in SSE maybe 25% of the time and I pride myself on waiting on starting up the APU till we are real close to the gate. And, I always turn it off as soon as we are plugged...always have. Also, unless we are plugged into ground air (who's usage is up with the merger, a good thing) I start the the APU and air as soon as the first biz class dude hits his seat. Those are the people who pay the tab. It's real rare that I've seen where taxi out would have made much difference. Maybe the long taxi out in HNL or when the long lines for takeoff come back.....which will be a good thing:cool:

Bring on the new technology!! It will cure most of what's between us all, as it will bring on new and positive changes that non of us are used to:D

Ferd

Hey look, it's being flown by a new captain!! Notice it still has the training wheels attached:D

Most the time they have to burn to get inside the landing wt (ZFW+ENROUTE BURN=MLWT). This is copied from a large regional 121 FOM and FAA approved. Delta should push all their regionals to adopt this policy to save fuel. I would rather have fuel to burn in my tanks at destination, incase I need it (i.e. wx, holds, etc), vs burn it before I even take off.

E. Flight segments that are MTOW limited by landing weight, may, on occasion, exceed the MTOW on the dispatch release due to excessive fuel after gate departure. In this circumstance it is permissible for the aircraft to depart over the MTOW on the release and burn off the excessive fuel enroute under the following conditions:

• Structural takeoff weight is not exceeded
• Performance weight limit is not exceeded (RF data or

Where do you guys get this stuff??? Mechanic rumors again?

The 500 call was a compromise between the litanny of NW and the silence of DL.

DL planes have standard GPWS calls at 2500, 1000, 500, 100, 50,40,30,20,10... Same thing I've heard on most aircraft with modern GPWS.

Man those engines sound GOOD.

So you only went back 6 hours? Shame on you. You missed this last night:

Ya, the initial climb off the runway during takeoff is equally impressive. Lets skip the fleet of 40-60 MD-90's that we're supposed to be acquiring and just get the same amount of 777's.:D

GJ

Not as good as this one:
YouTube - Spitfire Low Pass

or these
YouTube - Merlins

:D

We push it hard for single engine taxi on the 757... it's very typical even for a very short taxi to start the left engine, drop the flaps on the salute
and after you're rolling hit the starter for the other engine. We're THAT hardcore about it.

Don't drop the flaps while you've got the starter in on the 767... when that ADP fires, it can cause a hung start.

I've found that starting the APU at normal taxi pace 5 gates away from where you're going will get the thing to come online as you're pulling in the gate. If it's a cool day, I pull in the gate with the bleeds still on the engine, then kill the packs and bleeds. That way the APU has no cool-down time and shuts down immediately when you select it off after the power is plugged in.