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Roger Roger said:
surely this is a problem that will get better with PBS
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haha it only gets better when these guys don't specifically ask for those trip #'s in PBS. It's airline Stockholm syndrome

They pay me 5:15 for this (used to be 5, nobody wants to work anymore!), I need to do it faster than that, if I stop by the 6 board, I can block in sooner........why do these brakes chatter so bad?
 
///AMG said:
haha it only gets better when these guys don't specifically ask for those trip #'s in PBS. It's airline Stockholm syndrome

They pay me 5:15 for this (used to be 5, nobody wants to work anymore!), I need to do it faster than that, if I stop by the 6 board, I can block in sooner........why do these brakes chatter so bad?
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I mean I kinda get the first part, lord willing that will be me one day, but if i ever get like the second part I hope I have the money and the guts to just retire
 
Roger Roger said:
I mean I kinda get the first part, lord willing that will be me one day, but if i ever get like the second part I hope I have the money and the guts to just retire
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Well to be fair, those fights suit you very well. And I love, love love love, love, the random long JNU layover that is the other SEA-KTN-JNU (and next day JNU-GST-JNU turn) trip. Would bid that all summer. But not winter (though I think this one is only seasonal anyway). You guys are crazy :) Let's just say, outside the sim, my finger has never touched the TOGA button in anger in nearly 2 years.......maybe I am weak pilot planner
 
///AMG said:
Says the boomer CA who just landed on a snowy contaminated short runway with a 50 kt crosswind, as they release the TR handles from a death grip at 7 knots :)

Let us not question why they are the #6 CA in base and still bidding the milk run and then bitching about it
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What the deuce is happening over there?! :)
 
///AMG said:
You need not worry about it derg, sometimes the first cabin floods, sometimes poop instead, and once in a while, rotten fish fall out of the ceiling or an engine cowl blows a gold medallion member out the window. It's just domestic stuff

FLY DELTA JETS
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"I'm 'Haven' I'm 'Haven', is this the buffet line?" :)

#CruiseJokes
@mattc206
 
Cherokee_Cruiser said:
Dry runway. 12,000 length.


Cowl latches not secured.


You land, STOP using TR on the affected engine!

You are damn guaranteeing ripping that thing to shreds and sending it places you don’t want (eg, fuselage).
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I thought that was kind of dumb as well,
But perhaps they were never made aware of what was really going on back there and were only going with “someone heard a loud sound”.
 
///AMG said:
wait people don't come to a full stop at max TR? I'm not sure what planet I'm on anymore

gas is already paid for bro, I aint running off the end
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That’s after backing out the gate with TRs “like we did in the MDs” :)
 
luke3 said:
They drilled checking the latches into me during my time at Mean Green, after that particularly spectacular one they had in Vegas. Now it's just become a habit on anything I fly.
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Yep. All i know is if lose a cowl, I wanna be that guy who has so many shots on the cams looking at them theyll think im a model, minus the looks

Wish i could find the pic they showed in indoc, just an FO on security cam literally laying under the cowl during his walk, arms crossed, with the look like hes contemplating on every decision in life on his face.
 
Roger Roger said:
me after hearing the 14th different tech-cedure lecture about autobrakes
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Unfortunately, a misunderstood subject that has led to several seized hot brakes and planes that had to be towed to the gate.



They finally put a memo out about AB usage and what the best method is for the NG for coolest brakes.

I’ve stopped using ABs unless it’s a short runway, contamination, or a crosswind. Detent 2 or Max reverse until below 100 knots, and then come on the brakes for one smooth application and make an appropriate turnoff.

The MAX “recommends” using AB 2 or 3, but honestly, you can’t go wrong with the same thing. Unless those 3 conditions, I leave AB off. Reverse until below 100 knots, and then one smooth brake application.

For brake plug fuse calculations, you’ll see the performance handbook reference a brakes on airspeed. Below 100 knots, brakes on airspeed is a far different scenario than brakes on at 120 or 140 knots.

KE = 0.5 x mass x velocity^2

That square velocity function is what some just don’t understand. You have far more KE at 140 or 120 knots than at 100 knots.



Using AB 3 or MAX unless a short runway or contamination, on a hot day is just unwise.


I’ve had one FO who consistently tried to do AB 3 each landing, regardless of length, dry, winds. I blame training. I remember being told that “if you’re gonna use AB, 1 or 2 is useless. Take 3 or MAX.”

I’m sorry, but that’s shows a complete misunderstanding of how AB works as a deceleration rate. And an idiotic statement to make as an instructor.
 
Cherokee_Cruiser said:
Unfortunately, a misunderstood subject that has led to several seized hot brakes and planes that had to be towed to the gate.



They finally put a memo out about AB usage and what the best method is for the NG for coolest brakes.

I’ve stopped using ABs unless it’s a short runway, contamination, or a crosswind. Detent 2 or Max reverse until below 100 knots, and then come on the brakes for one smooth application and make an appropriate turnoff.

The MAX “recommends” using AB 2 or 3, but honestly, you can’t go wrong with the same thing. Unless those 3 conditions, I leave AB off. Reverse until below 100 knots, and then one smooth brake application.

For brake plug fuse calculations, you’ll see the performance handbook reference a brakes on airspeed. Below 100 knots, brakes on airspeed is a far different scenario than brakes on at 120 or 140 knots.

KE = 0.5 x mass x velocity^2

That square velocity function is what some just don’t understand. You have far more KE at 140 or 120 knots than at 100 knots.



Using AB 3 or MAX unless a short runway or contamination, on a hot day is just unwise.


I’ve had one FO who consistently tried to do AB 3 each landing, regardless of length, dry, winds. I blame training. I remember being told that “if you’re gonna use AB, 1 or 2 is useless. Take 3 or MAX.”

I’m sorry, but that’s shows a complete misunderstanding of how AB works as a deceleration rate. And an idiotic statement to make as an instructor.
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I think we have a math literacy problem, folks are wired to think functions are linear.
 
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