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Mins rounded to the nearest higher hundred. At the FAF and more than 400 below the Missed Approach altitude, we set the altitude on the MCP to the altitude published on the chart.

No. That, along with the vertical direct to function, are two of the biggest things I miss from my time on the 190. 3.0 degrees and a tailwind is asking for trouble in the 190. To keep the speed reasonable and make restrictions on something like the ROBUC into BOS would require flight...

Never heard of the potential for dual FMC failure by making the box recalculate the path when you change the speed multiple times. Good info to stick in the ‘weird things’ file for the airframe. Not quite up there with ‘oil gulping’ though. Then again, could be a difference is software versions...

Congrats! @Max Power - let us know when you have a class date!

Congrats and welcome! Do you know what fleet yet?

Parker out as CEO. Isom in. Parker still Chairman of the Board. So… second verse, same as the first?

I thought the timeline they laid out was a bit over optimistic with everything going on right now. Typical though...

@ASpilot2be You’re not the only one! Probably could easily add in @DPApilot as well.

My flight commuting to work pushed about 20 minutes before the power went out. Very fortunate.

It’s Sunday. No Chick-fil-a to go bad today.

On my fleet type, the answer is "it depends". For most situations, we have the FO fly and the CA runs the QRH and manage the situation. That being said, there are a few specific times where the CA is the one flying during the emergency, simply due to the way the airplane responds to whatever...

Don’t laugh. We had a captain write up the printer because the “toner was low on ink”. :rolleyes:

@learhawkerbe400 I prefer full forward. Easier to store my stuff that way and if the seat doesn’t want to easily move aft or sideways, I’ll call maintenance out to lubricate the seat rails. :)

The only thing that could possibly help this time around is the failures the last time they switched fleets and expanded at the same culled most of what remained of GIa management. Then again, 4 CEOs in 7 years spent exactly bode well for long term stability for the company.

Yet, you've taken a crew member who is trained to respond to that sort of incident from their duty station.

So you would knowingly remove a Flight Attendant from their required duty station, thus being in intentional noncompliance with the same regulation you quoted earlier?? (121.311) Hint: This takes an ASAP report that would have been accepted to a situation where the ASAP report can not be...

Think you forgot about PenAir, Silver, Commutair, arms Piedmont. PenAir and Silver operate turboprops exclusively.

Eh... the flying is the easy part. Don't see any courses for the really important stuff though.

Obviously, Mr. Anderson is The One who can get the job done.

It would fit in well at AA then...

@Getburned PM sent.

@Getburned Not showing as such. Both are still considered Domestic as far as reciprocal jumpseat agreements are concerns.

It's a time until collision more than an altitude that sets off the TCAS.

For any United pilot who was singing praises about Kirby... told you so. Surprised it took him this long.

Additional thoughts... Read your manuals under duties and responsibilities. I am quite certain it is spelled out clearly when you are and are not command. As far as a situation at the gate... my shop tells me that I have authority over all assigned crew members from the time they report for...

You forget that airlines tend to go above and beyond that in FAA approved manuals. For example... my shop expands the definition of flight time to be from OUT to IN (brake release with all external doors closed to aircraft at rest in the gate area). So in this instance, I am in command during...

No. TCAS requires a transponder to function.

What's a day off??

Maybe on the Mustang and possibly a contributing factor on the Corsair, but how do you explain that every Corsair makes that distinctive sound? That and people closely associated with Vought Aircraft and the Corsair (including the lead test pilot Boone Guyton) point to the wing root air intakes...

At least the system worked :D

@NovemberEcho My manual states that I must respond immediately to any TCAS RA, even if I have the traffic in sight and I am talking to the same controller. It goes on to caution that the traffic we see and the traffic you call for us might not be the traffic causing the RA. I've seen plenty...

Funny how it is in a base with tons of new hire probationary FOs...

Don't you just do an unannounced 360 at that point? :D

This is an excellent read if you love the Corsair. Whistling Death

Rather it be AA's new Group 1 aircraft rather than going to Envoy or Republic. Get them on properly and when the next contract rolls around, solidify scope and close the pay gap between Group 1 and Group 2.

If they had it to do again, I bet AA would have rather fought Spirit over their first route in/out of DFW than fight them today.

You can park in their general employee lot. Just show your badge to the security person and identify yourself as an offline jumpseater. There is a bus that will take you over to building where you will check in. Sounds like a lot at first, but it's easy once you actually do it. As far as other...

Definitely not Doug Parker...

When they fix this hole, can they fix all the others??

Would you rather see the MD replaced by the C-Series at mainline or a CRJ/ERJ at the current"Flavor of the Month" regional airline?