Any "Latest & Greatest" about Delta?
11-02-2011 | 12:41 PM
At home on the maddog!
Joined: Mar 2009
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From: Retired (mandatory age 65)
I'm using min pay here because I believe it is the best barometer and besides we're all supposed to live on min pay right? Living beyond it gets us in trouble so say the wiser ones who have been doing this longer. Besides, I'm in favor of a cap and increasing staffing so you can move up on the list or move to a higher paying aircraft if so desired.
Where are you coming up with $173,160 for min 12 year Captain pay at SWA? Their reserve guarantee is 90 TFP. Their 12 year Captain rate (on the TFP scale) is $186.06. That works out to $200,944.80. What gives?
11-02-2011 | 01:00 PM
Gets Weekends Off
Joined: May 2010
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This will allow many on our list to serve beyond 5 years. I'm looking forward to a safe return of each and every one of them.
11-02-2011 | 01:07 PM
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Joined: Feb 2006
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From: 767A (Ret)
Quoting our training manual, "With the loss of both AC busses, flight beyond 30 minutes may result in complete loss of electrical power and the inability to extend the gear and flaps." ...
...P.S. Remember, the 757 doesn't have this problem. There should never be a scenario in the 757 in which all the gear fail to extend.
...P.S. Remember, the 757 doesn't have this problem. There should never be a scenario in the 757 in which all the gear fail to extend.
11-02-2011 | 01:19 PM
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From: SLC 767ER Captain
Yeah, it seems like all the Boeing Engineers needed to do to prevent that no gear scenario was to have that valve open instead of close with a complete power loss, but again, I don't think the LOT 767 had any electrical problems. Like my earlier comment conveys, I'm very puzzled over this one.
11-02-2011 | 01:20 PM
Da Hudge
Joined: Oct 2006
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From: Poodle Whisperer
Clamp,
Your theory is not flawed, I just didn't say it quite right. Quoting our training manual, "With the loss of both AC busses, flight beyond 30 minutes may result in complete loss of electrical power and the inability to extend the gear and flaps." The gear won't extend because of the closed shuttle valve and the flaps may not extend because of the loss of the center hydraulic system pumps and no electrical power to lower them with the alternate electrically driven system. Apparently the ADP isn't sufficient to power the flaps down by itself. From the pictures, it looks like all the flaps were down. From the reports I've read, they don't mention any electrical problems. Additionally, a catastophic electrical failure would certainly be cause for an immediate diversion. For these three reasons, I don't think they had an electrical problem, but if not, then why did they land gear up? If they did have one, then why didn't they mention it and why did they continue to destination? It doesn't make sense to me. If they had a system leak, I wonder where that fluid was going? Around some hot pumps perhaps. One thing they did have going for them if their aircraft was using Skydrol instead of Mil-H-5606. There are conditions under which Skydrol will burn, but Skydrol fluids are "fire resistant." Traditionally the term "fire resistant" has been used to describe phosphate esters, as opposed to mineral oil based hydraulic fluids, because they are very difficult to ignite at room temperature. In standardized testing, a fine mist spray of Skydrol cannot be ignited with an oxyacetylene torch. The same fine mist spray of a mineral oil hydraulic fluid, such as MIL-H-5606 or MIL-PRF-83282, produces a large fireball when touched by the torch. I nearly had to eject due to a hydraulic pump meltdown with MIL-H-5606.
P.S. Remember, the 757 doesn't have this problem. There should never be a scenario in the 757 in which all the gear fail to extend.
Your theory is not flawed, I just didn't say it quite right. Quoting our training manual, "With the loss of both AC busses, flight beyond 30 minutes may result in complete loss of electrical power and the inability to extend the gear and flaps." The gear won't extend because of the closed shuttle valve and the flaps may not extend because of the loss of the center hydraulic system pumps and no electrical power to lower them with the alternate electrically driven system. Apparently the ADP isn't sufficient to power the flaps down by itself. From the pictures, it looks like all the flaps were down. From the reports I've read, they don't mention any electrical problems. Additionally, a catastophic electrical failure would certainly be cause for an immediate diversion. For these three reasons, I don't think they had an electrical problem, but if not, then why did they land gear up? If they did have one, then why didn't they mention it and why did they continue to destination? It doesn't make sense to me. If they had a system leak, I wonder where that fluid was going? Around some hot pumps perhaps. One thing they did have going for them if their aircraft was using Skydrol instead of Mil-H-5606. There are conditions under which Skydrol will burn, but Skydrol fluids are "fire resistant." Traditionally the term "fire resistant" has been used to describe phosphate esters, as opposed to mineral oil based hydraulic fluids, because they are very difficult to ignite at room temperature. In standardized testing, a fine mist spray of Skydrol cannot be ignited with an oxyacetylene torch. The same fine mist spray of a mineral oil hydraulic fluid, such as MIL-H-5606 or MIL-PRF-83282, produces a large fireball when touched by the torch. I nearly had to eject due to a hydraulic pump meltdown with MIL-H-5606.
P.S. Remember, the 757 doesn't have this problem. There should never be a scenario in the 757 in which all the gear fail to extend.
I remember the HMG is powered by the center system as well, so the loss of the center system would have negated the effects that differentiate the ER and non-ER models.
11-02-2011 | 01:37 PM
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From: SLC 767ER Captain
Clamp,
You are precisely correct. I had totally forgotten that they had dumped fuel. That completely eliminates the electrical failure idea. On an ER, without a dual system failure, the HMG would have restored power to many systems including the battery chargers. BTW: Boeing now calls the HMG the HDG. Another new acronym. HA
You are precisely correct. I had totally forgotten that they had dumped fuel. That completely eliminates the electrical failure idea. On an ER, without a dual system failure, the HMG would have restored power to many systems including the battery chargers. BTW: Boeing now calls the HMG the HDG. Another new acronym. HA
11-02-2011 | 02:00 PM
veut gagner à la loterie
Joined: Apr 2008
Posts: 23,286
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From: Light Chop
I got that off airlinepilotcentral.com, I'll redo it if you or anyone has their full pay tables. was it in that FL welcome packet?
11-02-2011 | 02:00 PM
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Joined: Sep 2005
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From: Retired 767 Captain
What if the gear handle wouldn`t come down? It`s been so long since I`ve been in a 76 cockpit, I can`t remember anything.
11-02-2011 | 02:02 PM
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I looked at FtBs pay rates for Captains and thought "this would look good as FO rates"
Throw in some more DC plan money, commensurate CA rate increases, some work rules changes (min day!), paid health care and reclaiming all the 76 seaters, and you'd have a decent bottom line.
Nu
Throw in some more DC plan money, commensurate CA rate increases, some work rules changes (min day!), paid health care and reclaiming all the 76 seaters, and you'd have a decent bottom line.
Nu
11-02-2011 | 02:16 PM
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Joined: Dec 2007
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From: ATL717A
I've never heard of a gear handle being stuck in the UP position - but I suppose anything is possible. On the 767, as with most every modern airliner, there's an override button to position the gear UP if the gear handle won't retract...on the 767, it's just right of the Alternate Gear Extend switch.
Back to more important things...Lindsey's back in jail, Kim K's marriage is over, and Justin Bieber is denying charges that he's a new father.
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