The Delta "wind check"
10-12-2009, 06:19 AM
#71
Gets Weekends Off
Joined APC: Feb 2006
Position: B-737NG preferably in first class with a glass of champagne and caviar
Posts: 5,921
Originally Posted by Seaslap8
Actually, unless you are landing with the auto-throttles on, every landing requires some sort of additive predicated on the surface winds...if you don't know what the winds are, you are not doing it correctly.
.
10-12-2009, 06:27 AM
#72
Gets Weekends Off
Joined APC: Feb 2006
Position: B-737NG preferably in first class with a glass of champagne and caviar
Posts: 5,921
Originally Posted by Denny Crane
Then, when speed does become a factor, you are used to holding the proper speed. Not 5 knots above proper speed. You remember safety and the swiss cheese analogy?
I'm not trying to pick on anybody but, again, if you can hold 5 knots above proper speed, why not hold proper speed?
I'm not trying to pick on anybody but, again, if you can hold 5 knots above proper speed, why not hold proper speed?
However speed creep of a couple of knots either way is just not worth chasing and may cause one to destabilize their approach.
We operate the -800 into an airport that has about 5,900' of ALD with 189 paxs and R/T fuel to boot.
10-12-2009, 06:48 AM
#73
Gets Weekends Off
Joined APC: Feb 2007
Position: A320 CA
Posts: 944
Wind check please.
10-12-2009, 06:49 AM
#74
Gets Weekends Off
Joined APC: Sep 2008
Position: Kickin’ Back
Posts: 6,971
Originally Posted by captjns
I appreciate your comment, and agree. But the approach along with speeds and performance are briefed, usually before TOD. We may adjust the bug speed as appropriate to reported wind conditions prior to commencing the approach. However, dynamics, due to turbulence, unexpected wind shifts may require a bit of extra speed, which should be brought to the NFP attention.
However speed creep of a couple of knots either way is just not worth chasing and may cause one to destabilize their approach.
We operate the -800 into an airport that has about 5,900' of ALD with 189 paxs and R/T fuel to boot.
However speed creep of a couple of knots either way is just not worth chasing and may cause one to destabilize their approach.
We operate the -800 into an airport that has about 5,900' of ALD with 189 paxs and R/T fuel to boot.
Denny
10-12-2009, 06:59 AM
#75
Gets Weekends Off
Joined APC: Feb 2006
Position: B-737NG preferably in first class with a glass of champagne and caviar
Posts: 5,921
Originally Posted by captscott26
Wind check please.
. Could not resist.
10-12-2009, 07:06 AM
#76
Gets Weekends Off
Joined APC: Feb 2006
Position: B-737NG preferably in first class with a glass of champagne and caviar
Posts: 5,921
Originally Posted by KC10 FATboy
As for speeds, I always fly off the ADI, you have speed, azimuth, and glideslope all in one place. The speed donut which I believe in most airplanes references ADCs and inertial accelerometers, in my opinion, is the best way of managing speed while on approach and landing. The airspeed indicator can be erratic durng gusts and will have you chasing power all the way down.
10-12-2009, 08:01 AM
#77
Gets Weekends Off
Joined APC: Aug 2008
Posts: 439
Originally Posted by captjns
My was not related to additives. But thanks for the reminder.
.I thought you were inferring that perhaps x-wind/t-wind limits were the only good reason for a windcheck. If so, I was correcting that inference.
10-12-2009, 12:33 PM
#78
Gets Weekends Off
Joined APC: Feb 2008
Position: Bus
Posts: 109
Is this really keeping you up at night? Sometimes I feel like asking for a wind check, sometimes I don't. Delta seems pretty much just like every other carrier out there. Mix of guys who do ask and don't ask.... I think you should get off the idea that it clogs up the radios, that's pretty silly. Too much other stuff to worry about to get all wrapped around private pilot issues like this.
10-12-2009, 01:58 PM
#79
Gets Weekends Off
Joined APC: Feb 2006
Position: B-737NG preferably in first class with a glass of champagne and caviar
Posts: 5,921
Just a point of order, in Europe, when cleared for takeoff or landing winds are given by the tower controller.
10-12-2009, 02:04 PM
#80
Gets Weekends Off
Joined APC: Feb 2006
Position: B-737NG preferably in first class with a glass of champagne and caviar
Posts: 5,921
Originally Posted by CAVOK84
I think you should get off the idea that it clogs up the radios, that's pretty silly. Too much other stuff to worry about to get all wrapped around private pilot issues like this.
After the plane is on the ground taxying in to the FBO I enjoy watching the smirk on the student's face. I ask him, well what about the wind? They say... "We don't need no stinken wind reports!"
That is what I like to transcend to my students when conducting line training on the NG. Who give a rat’s a$$... just fly and land the damn jet, and we’ll talk about it on the ground. You know what??? I get the same smart a$$ smirk form the newbie in the right seat. It's a beautiful thing.
Thread
Thread Starter
Forum
Replies
Last Post
