Every flight I have flown the last two weeks has had a CI of at least 62. If you take off late the dispatcher will give you a speed up message via acars. When there is an IROP in a hub they will send you a slow down message, of give you a destination gate hold. It is great to see this type of forward thinking.

Our passengers do not care if you take an extra 20 minutes enroute but sitting on the ground waiting for a gate makes then quite irritated.

FTB, Continental is keeping the dream alive by painting the Death Star's likeness on its tail. Maybe with United's help, they'll realize that dream yet!

Agreed, they also do not like sitting at the gate waiting for push. ATL and NYC need to be off loaded, we need a different way and timing of getting the numbers...when we get the numbers you do not need 5 and 6 choices. D-0 drives everything, for the dispatcher to give you a speed up means nothing if the hub is conjested...depending on the airport, a 35-45 min domestic connect time is unrealistic and causes more problems the further you get into the day.

What are you talking about?

I normally see three derates and then a full power option. If there are other issues like clutter you will see that depending on what fleet you are in. It takes 30 seconds to input and if you are on a augmented crew, the two FO's should do the data, and the CA verifies it. It works real slick for the RP to read the data off and the FO input it.

There is no need to have numerous options, just put in a big enough pad from the runway allowable weight and go from there. Keep the interpretation to a minimum and drop the math problems.

Thanks Reroute. The TO power setting which is recorded in the logbook is what maintenance logs for engine TBO. All engine parameters including starting temps records are continuously transmitted to maintenance/engineering. A friend of mine before they could shut it down, had a 757 engine on start go above max EGT. They immediately called maintenance and the tech said, "let me look at that. Yeah you went 587 degrees for 2 seconds. It'll be fine to go." Not that anyone would continue, but keep that in mind if you ever have an overtemp or whatever on one of the jets that doesn't red flag it. Even if it's one degree over, someone will probably be inquiring about it at some point.

Agreed, on the 88 all of the CI's have been much higher than the 20 we were using before but on the 88 its only been 55 or so. Until the way back from GCM and we had a CI of 0 for an ETA of 1650. I thought there must be a reason so we stuck with it, cruising at Mach .73-.74, until the CI of 55 in the descent, but of course no sooner had I hit 55 then I got speed limited to 250. On the downwind leg to 26R I could see a 767 on our gate in E. By the time we landed the 767 was off the gate and we strolled in, 3 minutes late.

So take it for what its worth. If you see 0, there is a reason and the international terminal at ATL is packed as is.

I wonder if the 88 has that because if you have an over temp then they don't want you to shut it down until a mechanic can get in there and pull up the temps. If you shut down I guess it clears the memory and suppoesdly the QRH once referenced that but not any more. Or not since I had an overtemp on takeoff last year out of ELP.

I flew the 88 and 90 for five years, but I can't remember for sure. I remember on the 90 the crew brought in ship 9016 on one of those 108 degree days here in SLC, and they were having temp problems. It seemed to me that the temps were stored but I wouldn't swear to it. There was a small button and you had to use a pen or sharp object to either reset it or display the recorded temps. I think those little buttons were right below the temp gauges. I actually have all the maintenance manuals including the Lambs diagrams and FMS book for the aircraft, but they are currently in storage. They include everything you didn't want to know about the aircraft. Friends in maintenance.

That's all right satchip. Just wait til Forgot to Bid gets done photoshopin her!

Carl