Out of curiosity, how is it not possible to do 180 to the marker in a 757 or 767 and still make stabilization by 1000? I can understand with a massive tailwind... I find 210 to the marker is pushing it, but 180 is no problem. If we're at 180, I'll leisurely call for the gear about a quarter mile inside the marker and call flaps 25 once the dunlops are locked. It's never even close...


As far as "runway required for performance," I've never asked for a runway for a performance requirement unless it actually was. It's almost always a second stage climb issue.

If it's a convenience issue, I'll state it as such and politely ask.

 

The authorized trips ended Sept 11, 2001. That has not been reinstated, and even if it was, I suspect it would have a lot of restrictions that didn't exist previously.

There has been a steady trickle of whispered promises of the "fam" program returning to ATC, but until there's something concrete, like inclusion in CASS, I wouldn't bet on it.

And like the occasional pilot, controllers are their own worst enemies. When the program was running, there was plenty of abuse. In the "good old days", it might get the offending controller a few days on the beach. Now, they'll get their butt fired. Without question.

 

Almost "hitted"?

I almost won the lottery twice, but I didn't. So what you're saying is nothing happened?

Great story!

 

What airline did you say you fly for?

 

You sound like you're AA. Hey if you're that good, i'll fly FB then. As i've said i've been on the 757 767 as an FO for nearly 10 years. using your method next time, pay attention to when you call for flaps 30. I'll bet it's below 1,000.


Here's the deal for me. In a perfect world, I'm trying to do an idle appr to marker crossing even though my company management doesn't deserve it,
(fuel savings) yet comply with a safe and medium margin for error. For me to do 180 to the marker requires me to get down to marker crossing just early enough and then use pwr to maintain the 180 exactly at crossing go to idle level briefly now i'm high not on proper path, wait then call for flaps. Must have flaps by 1,000. Must be on speed, sink and spooled.

I'm not that good anymore. For me as I get older the best scenario for me is, I could do 180 to 1.5 to 2 miles from the marker. I know I sound like a wimp. But hey, i'm just the assistant manager.


The stabilized approach criteria has changed slightly at AA. You must have flaps 30 (full or landing flaps) by 1,000 agl
includes for the 1,000 IMC and 500 VMC
Must be:
At appr speed
On proper path and proper sink
Here's the new part:
Engines spooled up

I've e-mailed with our Fuqua twice. They said they will call if you're significantly fast below 1,000 to 500.
Foqua does not know what the weather is. Foqua does not know why you went around.

 

Quote:

Originally Posted by 7576FO

You sound like you're AA. Hey if you're that good, i'll fly FB then. As i've said i've been on the 757 767 as an FO for nearly 10 years. using your method next time, pay attention to when you call for flaps 30. I'll bet it's below 1,000.

Speeds on final....180/8 mi max, 170/7, 160/6, 150/5. ATC asks for more, answer is 'unable'.

ATC says, "we're breaking you out". I say "fine". They pause usually and say, "continue".

I say, "roger".

 

I kind of wondered about the 180 to the marker also. I have over 7000 hours on the 757/767 and never found it a problem at all. If you hit the marker at 180 flaps 15 and go gear down flaps 20 your configured to 30 well before 1000 feet and don't even have to touch the SB's. Markers are at different altitudes on some approaches but as long as its not below 1600 HAT I have never seen a issue. Now if your fast and high at the marker then then all bets are off. I see pilots inexperienced on the aircraft try and get down by staying fast when you need to do the opposite. You need to slow to 180 early get to flaps 20, SB's out and it comes down great. If your really in trouble throw the gear out early and its almost as good as a 727.

 

1) Safety issue. Should be dealt with by your union safety committee.

2)Tough to talk and drive isn't it. Tell me, how come I don't see these guys/gals crawling along the LBJ in DFW talking on their cell phones. But I digress, if it distracts you it should be dealt with by the union safety committee. APA does have one, doesn't it?

3)Again, you have a switch on the com panel that enables you to talk on the PA via your headset mic, (you do wear them, right?)

4)If it's a safety issue, see #1.

Bottom line, why is it the only time AA taxis no faster than a baby can crawl is during contract negotiations? Do the procedures change? Remember, you brought up the safety issue.

 

Our last contract at AA was 1997. We were about to settle on a contract in 2001. We voted NO on a match in DL or UA on Aug 31, 2001. We never got that 2000 contract. In 2003 we took a 23.5% pay cut gutted our vacation and changed our sick policies and training credit. All vacation since 2003 in minimized versus extra time off. Lines are built to 78 hours. No pay protection. Any or all trips canceled for any and all reasons are unpaid. Only the last trip of the month is pay protected for MX cancel only.
Our 2003 contract to save AA from declaring BK saved AA 660M a year.

It's possible to call our 2003 "save AA from BK" a contract. I guess it is.
In my opinion we've been in contract negotiations since before 2000.

There's other details. S80 brakes suck! Early 757 brakes are very very very very grabby.
I only flew the 737-800 for 2 months. I liked it and the brakes if I remember were good.
just a little background info. There's more, we used to call it the Crandall crawl.

 

You had me at "Hello"
7576FO