Originally Posted by SaintNick (Post 3563813)

that’s why most heavies request the unrestrictive climb speeds right?

Originally Posted by FahQ2 (Post 3563812)

He’s right, chewing up every foot of runway, slow climb, high energy for clean wing, flying halfway around the world at 290-300, block altitude to follow the optimal, all part of fueled up heavies.

My two qualms with a XLR are flying those routes at .76-.78 and having to do seat rest in the cabin.

Originally Posted by I was inverted (Post 3563851)

I’ll gladly fly around at .69 all day. I usually get paid by the minute. No bonus points for going faster.

Originally Posted by FahQ2 (Post 3563812)

He’s right, chewing up every foot of runway, slow climb, high energy for clean wing, flying halfway around the world at 290-300, block altitude to follow the optimal, all part of fueled up heavies.

Originally Posted by Desdi (Post 3563017)

Flew heavies for a few years and what you speak of regarding green dot below 10k was fairly typical on longer flights beyond around 12 hours in the triple 7 with a full boat. Min maneuvering clean speed (Boeing speak for green dot) was somewhere between 250-260, that’s when you would ask for high speed climb, bug 5 knots above that if that’s what makes you feel comfortable and go about your merry way. And yes our initial altitude would indeed be in the low 30s. Just a fact of flying a longer range heavier airliner….. you are a flying gas can. FOM will no doubt have to be “clarified”!

Originally Posted by Desdi (Post 3563859)

Yup exactly…. All normal for long haul ops. Along with your flap/slat retraction speeds within 5 knots of your corresponding flap limit speeds and fully expecting to blow all your fuse plugs on a high speed abort, it’s all the nature of the beast. And that’s why now I’m happy just flying down from the NE to Florida and back in the daylight hours ;)!

Originally Posted by I was inverted (Post 3563851)

I’ll gladly fly around at .69 all day. I usually get paid by the minute. No bonus points for going faster.

Originally Posted by symbian simian (Post 3563863)

So WB ops on a NB, for NB pay, with no WB rest quarters. Got it. Just curious how much below VLS/MMS you would have to go in a 777 to select flaps to return for an overweight landing (and you could dump fuel if you were worried about that....).

Originally Posted by FahQ2 (Post 3563920)

That’s when you select the handy-dandy “dump to max landing weight” feature and think about how many times you could have filled your diesel SuperDuty with what you just atomized into the sky.

Originally Posted by FahQ2 (Post 3563918)

Once you’ve been doing block times of 13-17 hours, the whole “paid by the minute” quip just doesn’t matter anymore. EWR to MIA on a day we are paid more than guarantee and ATC slows us down, sure no problem I’ll fly green dot all the way. When your body is on the backside of the clock but the sun’s out where you are and still have another four hours to go…. You’d trade all those minutes of pay to do .84 and get to the hotel bed.