Tailwinds
 

When flying with a substantial tail wind, do majors stay with the original planned mach speed, or do they throttle back (saving gas) and get to the destination "on schedule"?

Thanks!

It all depends on if it's Friday or not...

When I used to fly charter, west coast to east coast, we would climb up to cruising altitude ASAP and then plan for an "economy cruise" power setting. In most cases we were able to make it non-stop and it would only add about 10-15 minutes to our trip.

Cheers

I'm sure in the airplanes with VNAV, the dispatcher will plan the flight at a lower Cost Index so that they can take advantage of the winds, fly a slower mach number, save fuel and still arrive on time.

We get paid by the minute. Fly as slow as possible to maximize pay. (jk):)

"Center, speed our discretion? We're early." :D

Do I have a tight commute to make? That dictates a lot!

I've never seen a dispatcher's note on the flight plan that said, "I planned you at M.76 because you have a 150kt tailwind."

On the 777 we use pretty much the same cost index all the time, which usually results in a cruise of around M.825, headwind, tail wind, or no wind. (the FMC will go a little faster into the wind, a little less with tail, but not much) The only problem is, Customs in ATL doesn't open until 05:30, so they won't let you open a door, or even park, until 05:30...so if you get in earlier than that, you sit on the ramp with an engine running.

I believe at DL we are going to a more aggressive cost index program where you'll see much more dramatic cost index changes depending on winds and arrival times.

We actually had such a huge tailwind the other day coming from IND-ATL that we delayed departure by 20 minutes because of gate availability. We still got in 15 minutes early....

It's all fine and dandy to pull it back for fuel savings, etc.

Till you're going somewhere busy and center asks why you're going so slow. At this point it's either 1) Speed up because you're screwing up flow into the airport or 2) Vectors off course/Ait change because you're screwing up flow into the airport.

Not sure what you're point is.

Go slow if it's more efficient until you need to not go slow. It's not that hard. The fuel you saved while you were riding the wind is worth it. Pick it up when you need to for the flow.

I'd think that since you've flown into busy airports it would be crystal clear. Sure, you can fly a slower speed and save fuel, but going into ANY of the major airports, you won't be doing it for long.

Not if you're flying from several hours away... particularly transcons.

Yet another folly of outsourcing. Half the flight segments have nowhere near the dispatch thought process going into them! :o

My favorite part is when the tower will hold a 'heavy' (everything from a 757 up to A380) to launch several RJ's, then finally launch the heavy...then when you talk to departure, they tell the heavy to slow to 280 (or less) in the climb, because you are following...all the RJ's the tower guy put in front of you!

Why can't ATL ATC just specify that ALL Departures MUST maintain 320 in the climb?

OR...put the slower ones at the back of the launch parade, instead of the front? Maybe with all these new SID's they will have more places to send the low and slow trafic.

Because then all the CRJ-200s would only be able to climb to 4,000 ft.

Not true. Climb the -200 at 320 or even better 330 and watch the climb rates then. Problem is, you have all these guys climbing on "normal climb" profile which is 290/.74 and engines at Econ climb power (800 ITT) no matter what (even with eng A/I on)! Sheesh!

Get the guys to speed up and power up and they'd get out of your way. Blame the training. And the culture. It's like everyone is brainwashed to sim lesson 1. Maybe afraid FOQA will tattle on them or something. I don't know.

I can live with a 280kt. climb, get to cruise alt. faster and be on my way, I just don't know why (at the world's busiest airport) they haven't specified a common climb speed for all departing jet traffic, so we can maintain our separation and get out of there as fast as possible.

Seems when ever we slow to 280 we are next told to level off at 230, and wait....wait....wait...for the RJ's in front to climb all the way up to...290, and get some spacing, before we can continue on our way.

Why not hold the RJ's down to 250 or below and let the big dogs eat? The Heavies have 8-15hr. legs to go, and spending the first 10minutes held down at fl 230, at 280kts, is not helping save any fuel.

To answer the original poster's question... the computer takes into consideration a strong tailwind and will typically dictate a slower climb and cruise speed for a given cost index...

This, and the antiquated 250 below 10,000 needs to go bye bye. At JFK, if we could turn right off of 31L/R, and accelerate to 320 at 2K, they would be able to get more traffic out and we could all get to the layover a little faster. But I guess we would be flying over somebody's house so that ain't gonna happen.

Oh and to answer the OP.. Sometimes it depends on where you are going. If I am going to JFK in the summer, and I am going to be 30 minutes early, I'll pull it back.. to save both fuel and aggravation. (You won't have a gate available if you are that early)

Or just stay slow and hose the guy behind you. I got 4 heading changes and 5 speed changes to stay behind a whale in NRT (terminal area) couple weeks ago.

Are south guys flying it yet?

Nope, not for another 2 years. Must have been a Super Premium Crew. :rolleyes:

But like I tell my wife when she wants me to mow the lawn or paint the living room..."If you rush me, I'm make a mistake." Now, what chanel is the game on? :D

The paint will peal off the 737:D

Paint is highly over rated, expensive and heavy!

Ask anyone at AA, they fly's polished aluminum 737's. Oh, and it hides cracks in the skin, right SWA?

Comair has been using C/I for 6 years. I don't know how many millions we've saved Delta on fuel, but I guess it wasn't enough.