Coming back!!
12-04-2007 | 03:24 PM
#12
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Joined: Jun 2007
Posts: 890
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From: 757/767
Again, Boeing builds airplanes, Douglas builds character.
After checking out on over 7 different airliners and dozens of other aircraft I won't say the maddog is difficult to fly or learn, but it certainly is the easiest to screw up. It has a way of requiring a fair amount of your attention and punishing you harshly when you don't comply.
After checking out on over 7 different airliners and dozens of other aircraft I won't say the maddog is difficult to fly or learn, but it certainly is the easiest to screw up. It has a way of requiring a fair amount of your attention and punishing you harshly when you don't comply.
12-04-2007 | 03:25 PM
#13
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On Reserve
Joined: Aug 2007
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12-04-2007 | 03:32 PM
#14
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Joined: Jun 2007
Posts: 890
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From: 757/767
Good luck. I have so ex American/TWA friends over there and they love being home almost every night. Very tempting if you live in the area.
12-04-2007 | 03:38 PM
#15
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Joined: Aug 2007
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From: 737 CA MIA
1morguy,
Hopefully, you're next post will be telling us that you're in ground school.
I flew the MD80 for a few months before furlough. The -80 is a fairly simple airplane systems-wise, in fact, some of the systems and design are kinda weird. The tail basically flies itself thats why when taxiing behind it sometimes it looks like the tail is split. There are other peculiarities (sp?) that I'm sure you'll find different. The first day of class ask why there are two mirrors on the glareshield...lol.
With that said, the -80 is a "fly by cable" airplane and flies fairly easily. During eng-out manuevers the centerline thrust makes this one of the easiest twin jets to fly on one engine.
With that said, and I hope those on the m.b. with a ton more experience than I will chime in, I'll list some of the things that are noteworthy.
These were the observations I made on the -80s I flew at TWA/American. If you'll excuse my run-on sentence, I'll list them:
Brakes are grabby, the APUs had a hard time cooling in the Summer, the wing is very small and climbing above 33,000 is usually reserved for near empty weights, the landing technique usually involves pushing the nose over as opposed to a conventional flare, the airplane cruises comfortably at Mach .75-.78, the airplane climbs well till approx 25,000 then after that its' climb perfomance slows down; if you're a tall person, wear a helmut when getting into the cockpit it's a low ceiling, prior to the wing heater blankets-the wings would make ice, and finally, the altitude slector's we used required the non-flying pilot to pull the altitude selector after dialing in the altitude...oddly enough sometimes the altitude did not capture.
I don't want to come across as being anti-MD80, it's not a bad plane. But if you know all the gotcha's beforehand it might help you breeze thru class.
Good Luck,
FF
Hopefully, you're next post will be telling us that you're in ground school.
I flew the MD80 for a few months before furlough. The -80 is a fairly simple airplane systems-wise, in fact, some of the systems and design are kinda weird. The tail basically flies itself thats why when taxiing behind it sometimes it looks like the tail is split. There are other peculiarities (sp?) that I'm sure you'll find different. The first day of class ask why there are two mirrors on the glareshield...lol.
With that said, the -80 is a "fly by cable" airplane and flies fairly easily. During eng-out manuevers the centerline thrust makes this one of the easiest twin jets to fly on one engine.
With that said, and I hope those on the m.b. with a ton more experience than I will chime in, I'll list some of the things that are noteworthy.
These were the observations I made on the -80s I flew at TWA/American. If you'll excuse my run-on sentence, I'll list them:
Brakes are grabby, the APUs had a hard time cooling in the Summer, the wing is very small and climbing above 33,000 is usually reserved for near empty weights, the landing technique usually involves pushing the nose over as opposed to a conventional flare, the airplane cruises comfortably at Mach .75-.78, the airplane climbs well till approx 25,000 then after that its' climb perfomance slows down; if you're a tall person, wear a helmut when getting into the cockpit it's a low ceiling, prior to the wing heater blankets-the wings would make ice, and finally, the altitude slector's we used required the non-flying pilot to pull the altitude selector after dialing in the altitude...oddly enough sometimes the altitude did not capture.
I don't want to come across as being anti-MD80, it's not a bad plane. But if you know all the gotcha's beforehand it might help you breeze thru class.
Good Luck,
FF
Great summary Flifast!
Someone in a later thread asked why the mirrors. I was told it started with the DC8 and the Electrically (on the 80- they use Nuclear Fusion to heat-they get HOT really hot) heated windows caused variation with the Mag (whiskey compass) so they relocated the Mag compass to the front of the coat closet and the mirrors are to align sight to find the compass.
The extra thick windows on the S80 create a very quiet cockpit.
And that is all nice that I can remember. I did enjoy my time on the 80. But I will not go back.
That saying, once you go Boeing for me is true. I've flown the 72's 73's and the 75/76 they are all louder in the cockpit than the S80.
Having flown Boeings into SNA is easy. When I flew the 80 into SNA, the brakes would start chattering and my pucker factor was at 9 every time. Meaning will I get it stopped?
12-04-2007 | 07:35 PM
#17
Gets Weekends Off
Joined: Dec 2006
Posts: 1,784
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From: I was acquired, Not Hired
7576,
You're right the -80 was the quietest airliner I've flown.
One caveat about buying computer based training DVDs before class is that the systems covered on the disk and the actual systems on Allegiant's jets may be different. So if I may offer, wait until Day 1 of class. The instructors, the pilots in classes ahead of you, and the line pilots will steer you towards the right resources. In the case of my training at TWA, most recommended showing up at Happy Hour at Schooners...hmmm, no wonder I never learned the airplane that well...
Back to Allegiant, a fair amount of ex-TWA-ers are there...say "Hi" for me.
You're right the -80 was the quietest airliner I've flown.
One caveat about buying computer based training DVDs before class is that the systems covered on the disk and the actual systems on Allegiant's jets may be different. So if I may offer, wait until Day 1 of class. The instructors, the pilots in classes ahead of you, and the line pilots will steer you towards the right resources. In the case of my training at TWA, most recommended showing up at Happy Hour at Schooners...hmmm, no wonder I never learned the airplane that well...
Back to Allegiant, a fair amount of ex-TWA-ers are there...say "Hi" for me.
Last edited by FliFast; 12-04-2007 at 07:49 PM.
12-05-2007 | 05:18 AM
#19
Gets Weekends Off
Joined: Dec 2006
Posts: 1,784
Likes: 0
From: I was acquired, Not Hired
7576,
And also TransMeridian (Vacation Express/ Funjet Vacations). Correct me if I'm wrong, but Allegiant specializes in flying to second-tier cities. i.e Sanford, FL; St Pete, FL; Toledo, OH, (as opposed to Orlando, Tampa, Detroit) flying under the radar of the legacy carriers. Seems to work well for them.
And also TransMeridian (Vacation Express/ Funjet Vacations). Correct me if I'm wrong, but Allegiant specializes in flying to second-tier cities. i.e Sanford, FL; St Pete, FL; Toledo, OH, (as opposed to Orlando, Tampa, Detroit) flying under the radar of the legacy carriers. Seems to work well for them.
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