Chicago next for Emirates
02-24-2014, 05:55 AM
#1
Gets Weekends Off
Thread Starter
Joined APC: Nov 2006
Position: Early Retiree SWA
Posts: 354
02-24-2014, 07:46 AM
#3
Gets Weekends Off
Thread Starter
Joined APC: Nov 2006
Position: Early Retiree SWA
Posts: 354
Thinking the same thing Skyone…
Also wondering how the EK guys will do with a not so forgiving O'Hare ground and approach control when they stop for 8 minutes on a main taxiway to redo takeoff data…. or when told to fly 180 knots, they instead fly at 192 in order to save a pint of fuel. Or when cleared to descend to 240, interpreting it as they can do it at their discretion when it clearly was not "at pilot's discretion".
K
Also wondering how the EK guys will do with a not so forgiving O'Hare ground and approach control when they stop for 8 minutes on a main taxiway to redo takeoff data…. or when told to fly 180 knots, they instead fly at 192 in order to save a pint of fuel. Or when cleared to descend to 240, interpreting it as they can do it at their discretion when it clearly was not "at pilot's discretion".
K
02-24-2014, 01:35 PM
#5
Gets Weekends Off
Joined APC: Feb 2006
Position: B-737NG preferably in first class with a glass of champagne and caviar
Posts: 5,912
Originally Posted by Kapitanleutnant
Thinking the same thing Skyone…
Also wondering how the EK guys will do with a not so forgiving O'Hare ground and approach control when they stop for 8 minutes on a main taxiway to redo takeoff data…. or when told to fly 180 knots, they instead fly at 192 in order to save a pint of fuel. Or when cleared to descend to 240, interpreting it as they can do it at their discretion when it clearly was not "at pilot's discretion".
K
Also wondering how the EK guys will do with a not so forgiving O'Hare ground and approach control when they stop for 8 minutes on a main taxiway to redo takeoff data…. or when told to fly 180 knots, they instead fly at 192 in order to save a pint of fuel. Or when cleared to descend to 240, interpreting it as they can do it at their discretion when it clearly was not "at pilot's discretion".
K
All EK has to do like the rest of us... ask if they can maintain a requested speed. I've never had ATC say negative for the extra 10 to 15 knots. At the end of the day, if the request is denied then what the heck.
Takeoff Data??? Ask the pros from American in Miami during the big evening push.
As far as descent is concerned... simple question.... Now?
Not to worry K, EK pilots from all over the world have flown in far worse corners of the world than ORD.
EK cabin crew a... a far better bunch to hang with than well, you may get the picture... but then again not as EK crews layover at better hotels than US carriers, in most cases that is.
02-25-2014, 12:54 PM
#6
Gets Weekends Off
Thread Starter
Joined APC: Nov 2006
Position: Early Retiree SWA
Posts: 354
Hey CaptJns
Something tells me you've not been to nor operated into and out of ORD. Rushhour there is amazingly busy on one hand but amazingly well run by ATC on the other as they "keep jets moving".
My point that you misunderstood was that the guys at EK DON'T ask if they can wait 30 more miles before starting to descend…. they just think they can do it when the little green dot tells 'em it's time to go down.
Takeoff Data in MIA? My colleagues have mentioned to me they get an ACARS message on taxi out with all their takeoff data info and it which includes about 3 or 4 different runways as well…. not stopping the show needed for them! I guess the only thing they'd have to delay for would be not getting the ACARS info…??
Speed control… Again, you've probably NOT operated into or out of ORD but it is not like most other places in regards to how tightly they run that ship…. you just cannot maintain 190 when they say 180. And yes the few times I have operated there I did hear one guy get chewed out on ATC for not doing the exact speed as assigned.
ORD at rush hour is like nothing most have ever seen….
Just my two cents.
Kap
Something tells me you've not been to nor operated into and out of ORD. Rushhour there is amazingly busy on one hand but amazingly well run by ATC on the other as they "keep jets moving".
My point that you misunderstood was that the guys at EK DON'T ask if they can wait 30 more miles before starting to descend…. they just think they can do it when the little green dot tells 'em it's time to go down.
Takeoff Data in MIA? My colleagues have mentioned to me they get an ACARS message on taxi out with all their takeoff data info and it which includes about 3 or 4 different runways as well…. not stopping the show needed for them! I guess the only thing they'd have to delay for would be not getting the ACARS info…??
Speed control… Again, you've probably NOT operated into or out of ORD but it is not like most other places in regards to how tightly they run that ship…. you just cannot maintain 190 when they say 180. And yes the few times I have operated there I did hear one guy get chewed out on ATC for not doing the exact speed as assigned.
ORD at rush hour is like nothing most have ever seen….
Just my two cents.
Kap
02-25-2014, 01:57 PM
#7
Gets Weekends Off
Joined APC: Feb 2006
Position: B-737NG preferably in first class with a glass of champagne and caviar
Posts: 5,912
Originally Posted by Kapitanleutnant
Hey CaptJns
Something tells me you've not been to nor operated into and out of ORD. Rushhour there is amazingly busy on one hand but amazingly well run by ATC on the other as they "keep jets moving".
My point that you misunderstood was that the guys at EK DON'T ask if they can wait 30 more miles before starting to descend…. they just think they can do it when the little green dot tells 'em it's time to go down.
Takeoff Data in MIA? My colleagues have mentioned to me they get an ACARS message on taxi out with all their takeoff data info and it which includes about 3 or 4 different runways as well…. not stopping the show needed for them! I guess the only thing they'd have to delay for would be not getting the ACARS info…??
Speed control… Again, you've probably NOT operated into or out of ORD but it is not like most other places in regards to how tightly they run that ship…. you just cannot maintain 190 when they say 180. And yes the few times I have operated there I did hear one guy get chewed out on ATC for not doing the exact speed as assigned.
ORD at rush hour is like nothing most have ever seen….
Just my two cents.
Kap
Something tells me you've not been to nor operated into and out of ORD. Rushhour there is amazingly busy on one hand but amazingly well run by ATC on the other as they "keep jets moving".
My point that you misunderstood was that the guys at EK DON'T ask if they can wait 30 more miles before starting to descend…. they just think they can do it when the little green dot tells 'em it's time to go down.
Takeoff Data in MIA? My colleagues have mentioned to me they get an ACARS message on taxi out with all their takeoff data info and it which includes about 3 or 4 different runways as well…. not stopping the show needed for them! I guess the only thing they'd have to delay for would be not getting the ACARS info…??
Speed control… Again, you've probably NOT operated into or out of ORD but it is not like most other places in regards to how tightly they run that ship…. you just cannot maintain 190 when they say 180. And yes the few times I have operated there I did hear one guy get chewed out on ATC for not doing the exact speed as assigned.
ORD at rush hour is like nothing most have ever seen….
Just my two cents.
Kap
03-02-2014, 02:07 AM
#9
New Hire
Joined APC: Jun 2010
Position: B-777
Posts: 8
Originally Posted by DCA A321 FO
Hey Kap,
What's your hangup with EK pilots? I almost went there (too far away) but I like strip clubs.
What's your hangup with EK pilots? I almost went there (too far away) but I like strip clubs.
03-02-2014, 10:21 AM
#10
Line Holder
Joined APC: Dec 2013
Posts: 36
Originally Posted by DCA A321 FO
Hey Kap,
What's your hangup with EK pilots? I almost went there (too far away) but I like strip clubs.
What's your hangup with EK pilots? I almost went there (too far away) but I like strip clubs.
Truth is, he likes strip clubs too.
Most US ATCO's handle us with kid gloves when it comes to radar vectoring to final. IAH, DFW, SEA, LAX, IAD... we always get extra separation cause guys are usually high and fast. Most EK pilots I fly with when going to the states try and fly a CDA. It just doesn't work in the US and we usually lose our spot or get forced down with an expedite clearance.
When it's my leg in, I'll brief why I'm going to be low on descent profile and it works out perfectly for the base turn. You couldn't fly like that at most of the other places we fly, so muscle memory gets the best of our pilots. They try to stay on profile in the states like they would in Gatwick. Chicago will be no different and Kap is right. We are gonna annoy $h!t out of the ORD approach controllers with our energy management and stabilization requirements.
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