A321 xlr
01-02-2023 | 10:55 AM
#21
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You inherently have the relief per 91.117 (d), it was more of a notification to ATC (AIM 4-4-12 i ) unless the SID prescribed 250 kts (or something below that) procedurally, in that case you would be requesting relief (not for 250 below 10 but the specific procedure aka the O’Hare 7 ie “maintain 250 it until advised by ATC” if you want to get nuanced).
Last edited by Desdi; 01-02-2023 at 11:14 AM.
01-02-2023 | 11:05 AM
#22
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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.
My two qualms with a XLR are flying those routes at .76-.78 and having to do seat rest in the cabin.
01-02-2023 | 11:15 AM
#23
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From: Aircraft & Seat: old & hard
I got paid by the month (corporate). We had CJ1 (0.60, very small fuel tanks) all the way up to Citation X (0.92 transcon), all of them with the same pay, and the same cramped cockpit. I always said the CJ1 was the best and fastest, because it never took more than 2 hours to get to point B.
01-02-2023 | 11:20 AM
#24
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!
01-02-2023 | 11:33 AM
#25
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From: Aircraft & Seat: old & hard
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”!
01-02-2023 | 11:36 AM
#26
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From: Aircraft & Seat: old & hard
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 !
!
01-02-2023 | 01:37 PM
#27
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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.
01-02-2023 | 01:41 PM
#28
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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.
01-02-2023 | 02:09 PM
#29
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Yup you’d have plenty of time to figure that out as off the top of my head it took over 1/2 hr to jettison down to MLW on the 300ER…. Not too helpful on any time critical event.
Last edited by Desdi; 01-02-2023 at 02:30 PM.
01-02-2023 | 02:15 PM
#30
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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.
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