At DAL flaps 25 is the standard configuration for landing, unless it's a short field (SNA!) or a tailwind.

Lower power settings on final, way fewer overspeeds. And it only increases the calculated landing roll about 200 feet. Like they taught us in the Herk, brakes stop the airplane.

When they first came out with the change a couple years ago, I thought they were crazy. After I did a few, preferred 25. There's a few DAL holdouts that still only do 30.

Whatever...

http://i103.photobucket.com/albums/m...r/toofast2.jpg

http://i103.photobucket.com/albums/m...nter/oops1.jpg

DD,

Delta it is. Glad you guys have a spotless safety record.
:rolleyes:

Didn't a Delta a/c recently operate at about 130 kts on a taxiway?

Oscar,

If you are referring to my post, it was 30 knots that scares me:D. Again, I am not talking about any one carrier. I see many different airlines at speeds that just don't make sense to me.

Most accidents/incidents I have seen in the last thirty years, have happened on the airport.

The linear flow thing you mention sheds a little light. Like I said earlier, two minutes isn't worth it to me. Risk reward and all... I do operate in a hub and spoke system though.

Cheers

Nor I - I would assume that the lower the touchdown speed the better for the brakes and such.

Isn't approach idle also intended to ensure sufficient pneumatic flow for TAI use? (that is, approach idle also gets selected when any TAI switch is on—thus, it would also be an RR 'feature')

Some of the DL 757s do—the ex-TWA machines certainly all do. I don't recall if the plan is to refit all of them. From what I'm told, the wingletted machines are even harder to slow down than the conventional 752s.

I've been jumpseating on AA for a long time and have always 'marveled' at how much garbage they put on the Captain vs. other carriers. I've always been pretty much in the middle of the road on taxi speeds, but when I'm up front on AA, watching them taxi out SE at a busy airport, discuss TO data before the FO goes heads down to load it, watch the Capt. start the remaining engine, run the checklist, do the F/A pa and the chime later, I rarely find myself thinking about their taxi speed. As others have said, AA and SW are common targets for taxi speed complaints. What I always find funny about the never ending argument though, is that AA guys explain why but rarely deny that they taxi slow, but you never see a WN guy admit that any of their guys taxi fast.

Okay, so back to the OP question....

Many times we ask for a goofy runway for unusual performance reasons, some I may only partially understand (some quirk to the climb out, runway gradient, temporary obstacles, requirements of a departure).

Sometimes it is an added margin of safety.

Sometimes we ask for a goofy runway for an abnormality.

Sometimes we ask for a a short cut if traffic permits and courtesy allows.

And a small number of jerks ask for a goofy runway to get to the hotel, or a jump seat, or home a few minutes quicker and blame in on "performance".


Taxi speeds vary based on company procedures (we changed ours recently to allow the FO to stay heads up rather than heads down running a checklist so we are probably taxiing faster), wx, traffic, and the emotions/attitudes/experience of the individual holding the tiller.

1. Carbon brakes wear more by the cycle than from speed at application. All our carbon brake equipped aircraft (all 757s and the 767ERs) utilize flaps 25 and idle reverse whenever possible. The fuel savings really adds up...

2. When TAI is selected, idle increases to compensate. Otherwise it's at normal flight idle.

3. There is only a minute difference between the wingletted planes and non wingletted. If you really looked at it you could tell a slight difference with the winglet planes not wanting to slow down or descend as much but you've really got to be looking for it...and reserve fuel is a couple hundred pounds less.

If it is within performance limits and not inconveniencing anyone, what's wrong with that?

Sincerely,
The Jerk

Pictures are nice, but they don't provide proof. Even with my limited skills I might be able to photo shop something similar. The aircraft damage you are showing would indicate a smaller aircraft and I am curious what part of a 737 might have come in contact with said aircraft. Again a date and location would help me to sort out the circumstances involving your incident. I certainly would not believe most people on APC and wouldn't expect them to believe me without more to reference. No offense intended just asking for more info. :)

The Oscar