|
Originally Posted by MD-11Loader
(Post 2669176)
Do you think that it’s driven by the newness of the fleet to PDT and the relative inexperience of management? I’ve ridden your jumpseat a a few times and most of the captains were annoyed with flaps 45 and the f/o’s didn’t know anything different. It’s kind of funny how two sister companies fly the airplane so differently, but I guess we’ll pick one way or the other when AAG merges us. 😜
|
Originally Posted by payingdues
(Post 2669226)
FL22 gang here.
Not only is it a cultural push to be a FL45 company at PDT, management is forcing our hand with the new RC code implementation. |
Originally Posted by Newstick189
(Post 2669232)
It’s easy to say FL22 is the way to go, until you run a landing data request through ACARS with FL22 and RC5 and all of a sudden you need a 7800 foot piece of pavement to land on. Wind credit you say? Yeah, that never makes up the 3000 foot difference between FL45 and FL22. I believe this was by design.
Not only is it a cultural push to be a FL45 company at PDT, management is forcing our hand with the new RC code implementation. |
Originally Posted by Lvlng4Spd
(Post 2669249)
It is a culture of confusion. Conflicting information in the manuals, which the FAA and company all sign off on (supposedly). Meanwhile, other operators have different criteria...I have read 5 knots is the buffer at Envoy...what is it at TSA/Expressjet/Commutair/VIA Air? We are terrible at benchmarking anything around here. Is it Embraer or FAA that has an issue? I need more clarification than a vague FIL (with no supporting info) and an unofficial Facebook group posting.
|
Originally Posted by Newstick189
(Post 2669251)
I agree 110% with you. That being said, the unoffical facebook group posting is a screen of the Chief Pilot responding to the emailed question regarding momentary deviations above 145KT. Knowing our company, that’s as official as it gets LOL.
|
Originally Posted by MD-11Loader
(Post 2669176)
Do you think that it’s driven by the newness of the fleet to PDT and the relative inexperience of management? I’ve ridden your jumpseat a a few times and most of the captains were annoyed with flaps 45 and the f/o’s didn’t know anything different. It’s kind of funny how two sister companies fly the airplane so differently, but I guess we’ll pick one way or the other when AAG merges us. ��
Merger... hah... sure long as SLI is straight DOH (and then by age on dates where the two groups have the same dates of hire) so I can hold 175 DFW and be one of them real jet pilots ;). Irving is very cosmopolitan... |
Doh by seat haha. Would be a very interesting SLI merge considering both companies have a lot of DEC’s
|
Originally Posted by Otterbox
(Post 2669306)
I think many of Piedmont’s current issues are typical when theres a new aircraft on property and folks are forced to re-invent flying it.
Merger... hah... sure long as SLI is straight DOH (and then by age on dates where the two groups have the same dates of hire) so I can hold 175 DFW and be one of them real jet pilots ;). Irving is very cosmopolitan... |
Piedmont would have saved themselves a lot of trouble if they just hit copy and paste from Envoy manuals. It’s not like we’re reinventing the wheel here flying a 20 year old RJ.
|
Originally Posted by 123494
(Post 2669857)
Piedmont would have saved themselves a lot of trouble if they just hit copy and paste from Envoy manuals. It’s not like we’re reinventing the wheel here flying a 20 year old RJ.
|
| All times are GMT -8. The time now is 04:02 PM. |
Website Copyright © 2026 MH Sub I, LLC dba Internet Brands