Alaska landing incident SNA

NovemberEcho said:
Not here it isn’t. Rush hour is literally all day long now because there’s more people with more time during the middle of the day. Used to take me 25 min to get home at 1430. Now it’s 45-60 min, same as it is at 1730. Hell I hit traffic now at 0530. When I first moved to this house in 2016 on morning shifts I could put cruise control at 75 and not touch it again til I reached my exit and now I’m stuck doing 55 if I’m lucky.
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It’s not just this. I used to love having weekdays off. I could get so much done in normal business hours. I HATED shopping/stores on weekends.

Now? No matter when I go on a weekday, the traffic is doubled to tripled than before. Walking in, I think “is this a Saturday?” Nope. It’s a weekday. Just your typical WFH crowd who now has more time “available” to do this excursion outside. Yeah, I don’t know why people are staying roads are now better due to WFH. I’d argue it’s worse.
 
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zmiller4 said:
Why in the world do you insist on telling people why they feel or believe what they do? Especially when your individual experience with a situation is incredibly limited?

I’d never tell another company what they should do regarding work location because even within my own industry with comparable sized corporations, there’s major difference in existing culture, procedures etc.
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Because the new WFH model and the changing human behavior affects everyone else. One of the PRIMARY drivers for the absolutely INSANE increase in housing since 2020 was BECAUSE of the WFH model. People now could go literally anywhere, and take their Bay Area / LA area salaries into lower cost of living places and blow those up.

You're from TX aren't you?! Look how Austin blew up with California transplants. And they paid some of the highest money for homes that Austin had seen, but to these Californians, it was a "steal."

The house in Socal that was 800-1million is now 1.5-1.8 million. And in 2019 if a house was 1.2 million in Socal, that similar house was about 800-900k in northern OC. Now, that Socal home is 1.6-1.8m and that OC house is 1.3-1.5m. All because these libs made a mad dash from LA to OC.

I personally know 2 examples. One guy worked in Burbank, the other in El Segundo. The Burbank guy bought in Corona (!) and the El Segundo guy bought in the eastern edge of Yorba Linda, literally before the Riverside county line, back up against the hills. I asked them, why, aren't you scared you could get called back to the office? "No" was the answer 1.5 yrs ago.

Now? They are being forced back. Twice a week they have to go, and they are starting to sweat now that it's going to 3x week. Won't be long before it's 4x week. They deserve it. I have zero sympathy for what they did and their current predicament. I can't imagine a daily rush hour drive from Corona to Burbank. Last I heard, he's talking to his wife about just doing one night in a hotel/airbnb near his work because it's better money/time-wise.
 
BEEF SUPREME said:
Ease on the brake pedals while slowly stowing the speed brake between 90-80 knots.

Hella smooth.

It’s also totally allowed at my shop to reach up and switch the auto-brakes to 2, 1 or OFF from 3. I don’t know why they aren’t trained in something that is procedural for the MAX.

Of course when I asked about using the AB like that at the schoolhouse the instructor said it was dangerous. Even though it’s authorized in the FH.


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Who’s stowing the speed brakes at 80-90 knots?!

Pretty sure the MAX will yell at you with the aural “speedbrake, speedbrake.”


I’m assuming you’re trolling. 80-90 kts is not “once the aircraft has slowed to a safe taxi speed.”
 
Cherokee_Cruiser said:
I was shocked to learn there was no school bus system for kids (exceptions for special needs) in LA and most of CA apparently. What’s better for the environment? 50 kids coming in 1 bus? Or 50 cars dropping 50 kids?

Absolutely ridiculous. That’s why I can’t take CA’s liberal stance seriously. I grew up in red areas of NJ, NE, PA, MI, and we always had the big ol yellow school bus take us to/from school.

This year, they couldn’t get anybody to volunteer for the valet line. So it’s even worse now. I’m forced to go park in front of some random guys house and make the walking trek over with the kids. It’s a good 30 minute adventure now door to door to pick up and drop off. And the school is only 2 miles away. A solid one hour wasted each day.
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School busses in South Florida are air conditioned, even.
 
Cherokee_Cruiser said:
Who’s stowing the speed brakes at 80-90 knots?!

Pretty sure the MAX will yell at you with the aural “speedbrake, speedbrake.”


I’m assuming you’re trolling. 80-90 kts is not “once the aircraft has slowed to a safe taxi speed.”
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It’s probably lower than that. Never gotten a call out.


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It’s amazing the stupid amounts of crap people do.

I used to not say anything, now I’m starting to speak up a lot more.

The F150 drivers…….

These are the guys who push the yoke FULL forward as the power is applied for takeoff. Now I’ll just tell them, let go of that pressure.


The FH is clear, just flight forward pressure. All you’re doing is fully deflecting the elevator creating drag and putting excessive pressure on the nose wheel.)


Also, guys who turn-the-wheel-into-the-wind before we’re even moving. This isn’t a Cessna 172! It’s really after 80 knots where you should put *slight* aileron to maintain wings level (key phrase).
 
The rapid multi-clickers……..

Say it with me: The first click turns off the AP, AT, and the second click turns off the AP horn and forward panel AP/AT flashing lights.


Clicks 3 through 15 do ABSOLUTELY NOTHING!

Yet, time and time again, I see guys smashing those buttons like it owes them money.
 
BobDDuck said:
Why though?

(Genuine question... on the airbus, below about 100 knots they don't do anything anyway so there's no reason to mess with them.)
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I see there is a reading comprehension issue at JC again.

You can disengage the autobrakes 3 ways where I work:

1) smash on the brakes with your feet greater than the pressure of the autobrakes

2) reach up and turn the autobrakes off via the dial

3) stow the speed brakes


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BEEF SUPREME said:
I see there is a reading comprehension issue at JC again.

You can disengage the autobrakes 3 ways where I work:

1) smash on the brakes with your feet greater than the pressure of the autobrakes

2) reach up and turn the autobrakes off via the dial

3) stow the speed brakes


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But stowing the speed brake shouldn’t be the primary method of turning off the ABs when your speed is not “once the aircraft has slowed to a safe taxi speed.”

Above 80 knots , or even above 60 knots isn’t a safe taxi speed.

Stowing SBs is the last thing I do, usually when I’m in the turn off the runway at taxi speed.


I don’t recall ever turning off ABs by stowing speed brakes. Just manual brake pressure that “matches” our deceleration, and a slight more push, deactivates the Autobrakes.
 
Cherokee_Cruiser said:
But stowing the speed brake shouldn’t be the primary method of turning off the ABs when your speed is not “once the aircraft has slowed to a safe taxi speed.”

Above 80 knots , or even above 60 knots isn’t a safe taxi speed.

Stowing SBs is the last thing I do, usually when I’m in the turn off the runway at taxi speed.


I don’t recall ever turning off ABs by stowing speed brakes. Just manual brake pressure that “matches” our deceleration, and a slight more push, deactivates the Autobrakes.
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Yeah and on that slight more push, every passenger is bracing against the seats in front of them…

Also I can’t understand how I live on the planet where a so called professional aviator lambasts his peers for moving flight controls before they become aerodynamically effective. Then questions another one of his peers for stowing flight controls when they are no longer aerodynamically effective.

I don’t want to live on this planet anymore.


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BEEF SUPREME said:
Yeah and on that slight more push, every passenger is bracing against the seats in front of them…

Also I can’t understand how I live on the planet where a so called professional aviator lambasts his peers for moving flight controls before they become aerodynamically effective. Then questions another one of his peers for stowing flight controls when they are no longer aerodynamically effective.

I don’t want to live on this planet anymore.


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I’ve never had people be slammed forward. But then again, I never use AB 3 unless SNA or BUR.


*sigh*

Read the FH

It’s literally all in there. The virtual airline has a problem with people who don’t know how to do crosswind takeoffs in a Boeing 737.


The FH tells you exactly when to stow Speedbraked.

The FH also tells you how to takeoff in a crosswind. Hint: FULL ailerons deflection from the start of the takeoff roll is NOT how you do it in a 737, or any other large(ish) jetliner.
 
I always smile seeing how much pilots get worked up over small technique differences that ultimately don't cause any perceptable changes in real world perfirmance. "But it's not how I do it so it must be wrong!" It's also fascinating to see what people do around the industry. At my shop the majority of people, including myself, will bring the speedbrake lever up just enough to unseat it from the full UP microswitch to disengage the autobrakes, then back to full UP until clear of the runway when they get stowed as part of the after landing flow. Honestly I thought that's how everyone did it.
 
These are all techniques, people. Not procedures. Don’t start arguing “tech-cedures”

I rarely use autobrakes, at all. I stow speed brakes when I feel they aren’t effective on the rollout anymore. I call for the after landing check while turning to exit the runway, with flaps motoring up while still exiting. And I’m still alive and the airplane is fine.
 
MikeD said:
These are all techniques, people. Not procedures. Don’t start arguing “tech-cedures”

I rarely use autobrakes, at all. And I’m still alive and the airplane is fine.
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I’m guessing you have a much better understanding of thermodynamics than 99% of the pilot group where I work.

Let’s see how my flight to ABQ goes. Bakes chattering all the way to the gate? Likely.


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luke3 said:
I always smile seeing how much pilots get worked up over small technique differences that ultimately don't cause any perceptable changes in real world perfirmance. "But it's not how I do it so it must be wrong!" It's also fascinating to see what people do around the industry. At my shop the majority of people, including myself, will bring the speedbrake lever up just enough to unseat it from the full UP microswitch to disengage the autobrakes, then back to full UP until clear of the runway when they get stowed as part of the after landing flow. Honestly I thought that's how everyone did it.
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Never done this, nor heard anyone else of doing this.

Astonishing that guys flying a 737 can’t turn off wheel brakes without relying on the speed brake handle. Wow.


As a FO, you won’t be doing that. That’s how I heard the MAX aural (speed brake, speed brake) during the landing roll when the FO decided to reach across and put the speed brake down at a high speed.
 
BEEF SUPREME said:
I’m guessing you have a much better understanding of thermodynamics than 99% of the pilot group where I work.

Let’s see how my flight to ABQ goes. Bakes chattering all the way to the gate? Likely.


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You’re the CA. Brief hot brakes as a hot item. I tell FOs that my line check this year, they said hot brakes was the hot (no pun intended) button item. They seem to listen carefully to it.


Example, BRO landing at Vref 128, plus 12 knots for strong headwind, 140 knots target, 97 degrees outside, and yeah 7,399 ft runway but the turnoff is at the end and with that strong headwind, we are crawling anyway. I told my ~1 yr FO that you don’t need AB 3. Just use 2 and let reverse do its thing.

I’m speaking up, politely. The level of brake shuddering in taxi in for me has gone way down.
 
Cherokee_Cruiser said:
You’re the CA. Brief hot brakes as a hot item. I tell FOs that my line check this year, they said hot brakes was the hot (no pun intended) button item. They seem to listen carefully to it.


Example, BRO landing at Vref 128, plus 12 knots for strong headwind, 140 knots target, 97 degrees outside, and yeah 7,399 ft runway but the turnoff is at the end and with that strong headwind, we are crawling anyway. I told my ~1 yr FO that you don’t need AB 3. Just use 2 and let reverse do its thing.

I’m speaking up, politely. The level of brake shuddering in taxi in for me has gone way down.
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Or even learn how to manually brake properly, and not cause hot brakes in the first place. Easy enough to do with reversers operating. And on some cases, without them even being used. If one doesn’t know how to apply brakes manually correctly and only relies on autobrakes, what will they do when the autobrakes fails? End up with hot brakes and a blown tire fuse plug?

On long runways, I don’t always even use reversers, if there’s no need for me to clear the runway quickly. RIV, BIF, VCV, DMA…..places like those with very long runways of 12K+….touchdown, a little bit of aerobrake then fly the nose down to the runway while cracking the TRs so they are ready, but not activating them unless needed. Quick brake check slowing past 100 kts, and the jet decelerates fine with no autobrakes, no TRs needed. Gingerly applied brakes take over decelerating through 60-70. Works fine. But….is merely one technique. Shorter runways, higher temps, high speeds, more will be utilized as-needed for the situation at hand.
 
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