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Originally Posted by newKnow
(Post 856717)
FTB,
All I can say is that ALL DC-9 are hot when the surface temperatures are in the upper 80's and above. Like 88 said, you have to stay in front of them and cool the cabin on approach and you MUST get ground air to go along with the APU. Even then, with APU and ground air, normally that just keeps the cabin down to the luke-warm status. On normal hot summer days, as a DC-9 driver, you are only cool when 1.) you are in the terminal or, 2.) above FL 180. The fixes I have seen on the -9 are the shields for the cockpit windows and the window shades being pulled down and gaspers opened int he main cabin. Other than those, I don't know what we can do. The few -88's I have been on this summer had no heat/cooling issues that I noticed. But, maybe that was because I had just gotten off a DC-9. :D I wonder how the MD-90's are with cooling..... The good news, I've had more Captains than not start a trip telling me "I don't care about the APU, if you need it, start it. And start it when we clear of the runway. Keep these people cold." |
Originally Posted by forgot to bid
(Post 856731)
I've had a few 88s that had weak APU bleed air and you could tell it during engine start. Figured thats why there running so hot on start. I've had engines run up to about 10 degrees short of max temp on start and then ones with great APUs keep even hot engines 100 degrees below max temp.
The good news, I've had more Captains than not start a trip telling me "I don't care about the APU, if you need it, start it. And start it when we clear of the runway. Keep these people cold." "Dude. I don't care what you do, just keep it cool." :D |
A comfortable crew is a happy crew! :D
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Originally Posted by forgot to bid
(Post 856728)
Why doesn't google maps allow you to have a no ghetto option? Why did hockey players start using the 'cup' in 1874 but it wasn't until 1979 they used helmets? All important questions.
Carl |
Originally Posted by Carl Spackler
(Post 856758)
I don't know the answer to these great philosophical questions. I'm just glad there is no such thing as a rectal barometer.
Carl The ALPA poll regarding the age 65 retirement proposal came pretty close, though... :eek: |
Originally Posted by Delta1067
(Post 856532)
Could someone from the class please post how the new hire award went down and who got what. Were the held back flow pilots awarded positions or will they bid up the upcoming Sept AE?
Baja. btw - Would also like a list of given positions. |
Taxi/reposition pay
Anyone know if we get any kind of taxi or reposition pay on charters....I just did a charter from Lax-Atl...we repositioned from the FBO to a remote ramp to add fuel-the taxi time was in excess of 30 minutes...then we completed the flight after shutting down to fuel. I checked the trip pay in Icrew and we only got scheduled pay for the live leg flown even though we overflew the block time...there were 2 deadhead legs, one before and one after the actual reposition flight. I am not sure how the trip rig or DH legs figure into the pay for this trip. I scanned the PWA under both charter ops and compensation and could not find any guidance...any input would be appreciated.
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Originally Posted by Hero68
(Post 856816)
Anyone know if we get any kind of taxi or reposition pay on charters....I just did a charter from Lax-Atl...we repositioned from the FBO to a remote ramp to add fuel-the taxi time was in excess of 30 minutes...then we completed the flight after shutting down to fuel. I checked the trip pay in Icrew and we only got scheduled pay for the live leg flown even though we overflew the block time...there were 2 deadhead legs, one before and one after the actual reposition flight. I am not sure how the trip rig or DH legs figure into the pay for this trip. I scanned the PWA under both charter ops and compensation and could not find any guidance...any input would be appreciated.
This has happened a couple times and tracking usually figures it out correctly. Even if you're repositioning make sure to fill out the Init Data on ACARS as if it were the real flight. Once the door opens (or beacon off for south aircraft), the ACARS gets an IN time. If ACARS has an OUT time and IN time but no OFF or ON time (ie. you never got airborne), the problem will be automatically fixed in your rotation. However, if you don't do this ACARS majic you have to manually call tracking and have them add your times. Hope you kept a log of times. ranger |
Originally Posted by Hero68
(Post 856816)
Anyone know if we get any kind of taxi or reposition pay on charters....I just did a charter from Lax-Atl...we repositioned from the FBO to a remote ramp to add fuel-the taxi time was in excess of 30 minutes...then we completed the flight after shutting down to fuel. I checked the trip pay in Icrew and we only got scheduled pay for the live leg flown even though we overflew the block time...there were 2 deadhead legs, one before and one after the actual reposition flight. I am not sure how the trip rig or DH legs figure into the pay for this trip. I scanned the PWA under both charter ops and compensation and could not find any guidance...any input would be appreciated.
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Originally Posted by buzzpat
(Post 856690)
That is, unfortunately, not true on the 73N. Apparently, we lead the fleet in unstable approaches by a wide margin. Some 30% of DAL's unstable approaches are courtesy of the 73. Probably a combination of reasons but its not an easy jet to slow down and the speed brakes are minimally effective. Across our fleet, we're not configuring too early, most often its a little late.
That wastes a lot more fuel than configuring early:cool: Was giving OE to a F/O who came off the -88 and was used to configuring later. After our go-around at CVG he realized that a G/A was more work than configuring early:) |
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