737-900rj
01-11-2015 | 05:32 AM
#51
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Joined: Jan 2011
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From: A Nobody
BTW
For you young-ins I've been weight restricted in the B727 on short flights many times. Issue full load of folks and required fuel for bad wx exceeded max landing weight.
Yep it can happen to the best.
For you young-ins I've been weight restricted in the B727 on short flights many times. Issue full load of folks and required fuel for bad wx exceeded max landing weight.
Yep it can happen to the best.
01-11-2015 | 06:49 AM
#52
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From: 747 Captain, retired
01-11-2015 | 06:54 AM
#53
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Joined: Jan 2008
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From: A320
In flyboys defense, I flew at ExpressJet for almost 8 years and I can count the amount of weight restrictions on two hands. Far different ball game than the other express carriers. All of our older 145s had been weight modded, and we had a large number of XRs you could fill to max gross 99% of the time. Any other 145 or crj 200 carrier you will see weight restrictions consistsntly. They are very very rare at xjt. Full with 2 jumps nearly all of the time. I'm sorry to say for all the Airbus haters, but it really is a far more capable airplane than the stretch 737s. No matter the route or the weather, I've never heard of a restriction for anything. As our HNL cargo partners can tell you, it also helps to be able to fit a palet down below 
01-11-2015 | 07:38 AM
#54
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Joined: Apr 2013
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No, when UAL ordered the 900ER they combined it with 100 Max's. The option they had at the time was present day 321's with winglets (ala jetBlue) and future A321NEO's. And I'm quite sure we could have gotten the present 321's VERY cheaply.... same as we did for the 900ER's. There is NO WAY Airbus wasn't pitching the idea of the 321NEOLR to UAL when they decided on the order. Could have replaced the 757's at exactly the same pace as we are right now, and converted some or all of our 321NEO's to 321NEOLR's and had a TRUE 757 replacement. It's not a secret that the management team that is now making the decisions leans Boeing.
01-11-2015 | 10:43 AM
#56
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Joined: Mar 2012
Posts: 2,209
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From: 777
Ok who made the change in dispatch policy on this enroute icing penalty?
So historically how did we operate them (737 not 767 ETOPS, they came up with different solution there)? We never applied the penalty unless the Captain or Dispatcher thought it was necessary. In several thousand hours of Cap and F/O time on the airplane I only saw one Captain ask for the penalty to be applied.
So who seems to have made it mandatory these days?
So historically how did we operate them (737 not 767 ETOPS, they came up with different solution there)? We never applied the penalty unless the Captain or Dispatcher thought it was necessary. In several thousand hours of Cap and F/O time on the airplane I only saw one Captain ask for the penalty to be applied.
So who seems to have made it mandatory these days?
Frankly, why are we arguing this? It's a real issue, not BS. In my opinion not applying it has your head buried in the sand. Alternate routes, clear of weather is about the only thing you can do.
01-11-2015 | 01:46 PM
#58
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Joined: Feb 2005
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From: B737 Captain
So I suppose you guys doing "wave-offs" utilize the TO/WO buttons on the auto throttles?
Do you have to call the ball at DA?
These are airliners not F-teens, and we aren't recovering to the ship.
Do you have to call the ball at DA?
These are airliners not F-teens, and we aren't recovering to the ship.
01-11-2015 | 03:31 PM
#59
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Why are Guppy pilots so flipping sensitive? It seems like an inferiority complex but I'm not sure why, you're getting Airbus pay so relax.
01-11-2015 | 03:51 PM
#60
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