What is your greatest piece of advice

jtrain609 said:
Is that a company wide attitude?
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At the new job or the old?

If anything people were more tight fisted about fuel at the old job than at the new one. I think we SE-taxi on taxi out maybe 30-40% of the time at new job. Which could just be a function of who I fly with too, but breaking away on one engine at 180klb is a dumb idea.

I probably single engine taxied on taxi out far less than average at SKW. I did not find the savings to be worth the added motion and distraction unless we expected a taxi out longer than about 20min.

Taxi in? When 3 minutes hit, “stop one.”
 
I single engine taxi as much as possible because I end up cooking the brakes on the CRJ if we do a two engine taxi, especially if we’re light. It’s not so much a money savings as a brake savings, which I guess is a money savings as well.
 
Jordan93 said:
I single engine taxi as much as possible because I end up cooking the brakes on the CRJ if we do a two engine taxi, especially if we’re light. It’s not so much a money savings as a brake savings, which I guess is a money savings as well.
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Does your company allow you to crack the reversers during taxi? Ours does, and it makes a big difference in brake heat.
 
Beefy McGee said:
Does your company allow you to crack the reversers during taxi? Ours does, and it makes a big difference in brake heat.
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Nope. I’ve seen some do it but we had a memo come out maybe about a year ago saying not to do it unless you’re basically going to go off the taxiway or run into something. I guess they’d rather replace brakes than thrust reversers.
 
Jordan93 said:
Nope. I’ve seen some do it but we had a memo come out maybe about a year ago saying not to do it unless you’re basically going to go off the taxiway or run into something. I guess they’d rather replace brakes than thrust reversers.
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We don’t raise the reverser levers, just pop them open with the button to that first detent to let excess thrust out. Company maintenance and ops departments seem to think it doesn’t cause much wear and tear. I’ve seen it discussed in ground schools here. The LCAs even demoed it to me during CA IOE.
 
Beefy McGee said:
We don’t raise the reverser levers, just pop them open with the button to that first detent to let excess thrust out. Company maintenance and ops departments seem to think it doesn’t cause much wear and tear. I’ve seen it discussed in ground schools here. The LCAs even demoed it to me during CA IOE.
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Yea it would just be idle reverse. We still aren’t supposed to crack the reversers
 
Thanks for all the replies! This is exactly why I wanted to post on here. Being a sub two year upgrade kind of concerns me at times, however that is the norm these days. It feels just like yesterday I was on FO IOE
 
jtrain609 said:
I was a total piece of crap to ground about this. You're giving me a runway change with a brand new FO? We need to stop so we can both check the box. That's a problem? That's fine, send us where ever you need, but your inability to plan traffic off the airport isn't my problem, and screwing up the box for departure ends poorly.

We found a lot of errors, TOGETHER, doing that.
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Or guys that fall all over themselves to take a closer/shorter runway that's "easier" and end up spending twice as long trying to change everything and run the checklist. "Nah... we'll stick with the original plan... this is when mistakes start happening."
 
Autothrust Blue said:
At the new job or the old?

If anything people were more tight fisted about fuel at the old job than at the new one. I think we SE-taxi on taxi out maybe 30-40% of the time at new job. Which could just be a function of who I fly with too, but breaking away on one engine at 180klb is a dumb idea.

I probably single engine taxied on taxi out far less than average at SKW. I did not find the savings to be worth the added motion and distraction unless we expected a taxi out longer than about 20min.

Taxi in? When 3 minutes hit, “stop one.”
Click to expand...
I'm MORE hesitant to shut one down on the taxi-in than the taxi out. I've seen the rampers prematurely stop us too many times in a rut then you're trying to get that last 2 feet in without going 70% power in the gate area.
 
JordanD said:
Or guys that fall all over themselves to take a closer/shorter runway that's "easier" and end up spending twice as long trying to change everything and run the checklist. "Nah... we'll stick with the original plan... this is when mistakes start happening."
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Yeah. It’s almost as if there’s a problem with that, and procedural safeguards to mitigate it.

I wonder why.
 
JordanD said:
I'm MORE hesitant to shut one down on the taxi-in than the taxi out. I've seen the rampers prematurely stop us too many times in a rut then you're trying to get that last 2 feet in without going 70% power in the gate area.
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The Canadair was easier to get back in motion than the 175, single engine, subjectively, I think.

Plus, anyone who says that crossbleed starts don’t have jet blast and fan blade costs is a liar.
 
JordanD said:
I'm MORE hesitant to shut one down on the taxi-in than the taxi out. I've seen the rampers prematurely stop us too many times in a rut then you're trying to get that last 2 feet in without going 70% power in the gate area.
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That’s why I usually have the power up and ride the brakes unless it’s slippery on the ramp for the last couple of feet. Or they can just park you on the wrong RJ line in LGA when you’ve already shut down and you have to get towed back and pulled back in :rolleyes:
 
skatergeek said:
But that dwell time! Gotta get that dwell time down!
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I’m glad latency was becoming a thing when I left. Nothing worse than a full bladder on taxi in, “gate’s occupied” followed by “well they show an out time” followed by 25 min later, “oh yeah we’re ready to push.”
 
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