Doing it Better

DeltaAlphaNovember said:
I can't say what a good book for aerodynamics would be, but I would recommend reading Everything Explained for the Professional Pilot. It covers all aspects of flying. And the guy who wrote it did some of my training at my former 135 gig.
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I've got it, it's awsome. I bet the training was too.
 
mikecweb said:
I honestly would take a hold over vectors any day. You put it in the box and you can start finding your bingo fuel number and start figuring out contingencies. Random vectors all over the place gives you no SA on fuel state.
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You can't do that in a vector? You're spending pretty close to the same amount of fuel? I can't understand how a vector would be that much different on fuel consumption as a vector.

Unless I am in a hold for over an hour I don't really get concerned about it. We fly with enough in the tank to get to the outstation and back plus IFR hold times. My alternate has been my departure so many times I can't count that high. And usually we are 15 minutes from some airport I can get into.

But in something the size of what you fly and the loads you carry I can see fuel coming in a close second to cargo.
 
av8tr1 said:
You can't do that in a vector? You're spending pretty close to the same amount of fuel? I can't understand how a vector would be that much different on fuel consumption as a vector.

Unless I am in a hold for over an hour I don't really get concerned about it. We fly with enough in the tank to get to the outstation and back plus IFR hold times. My alternate has been my departure so many times I can't count that high. And usually we are 15 minutes from some airport I can get into.

But in something the size of what you fly and the loads you carry I can see fuel coming in a close second to cargo.
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A vector doesn't have an EFC.
You won't always have those luxuries of options.
 
av8tr1 said:
You can't do that in a vector? You're spending pretty close to the same amount of fuel? I can't understand how a vector would be that much different on fuel consumption as a vector.

Unless I am in a hold for over an hour I don't really get concerned about it. We fly with enough in the tank to get to the outstation and back plus IFR hold times. My alternate has been my departure so many times I can't count that high. And usually we are 15 minutes from some airport I can get into.

But in something the size of what you fly and the loads you carry I can see fuel coming in a close second to cargo.
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In a hold youre at a fixed point from your alternate. When you're getting vectors by the time you figure out a bingo fuel, youre in a totally different spot. Plus once you're in a hold you just stay there, and dont have to pay attention for new headings.
 
av8tr1 said:
mikecweb said:
I honestly would take a hold over vectors any day. You put it in the box and you can start finding your bingo fuel number and start figuring out contingencies. Random vectors all over the place gives you no SA on fuel state.
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You can't do that in a vector? You're spending pretty close to the same amount of fuel? I can't understand how a vector would be that much different on fuel consumption as a vector. Unless I am in a hold for over an hour I don't really get concerned about it. We fly with enough in the tank to get to the outstation and back plus IFR hold times. My alternate has been my departure so many times I can't count that high. And usually we are 15 minutes from some airport I can get into. But in something the size of what you fly and the loads you carry I can see fuel coming in a close second to cargo.
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I can definitely feel that pain. My fuel flow is in pounds per minute, and I show up at the fix with pretty much what I think I might need based on assumptions. If I’m at a holding fix I can set a flow rate and then build a fuel ladder with hard decision points. I can do no such thing when I’m literally getting vectored out to sea. Sent from my iPhone using Tapatalk
 
Flyinthrew said:
I can definitely feel that pain. My fuel flow is in pounds per minute, and I show up at the fix with pretty much what I think I might need based on assumptions. If I’m at a holding fix I can set a flow rate and then build a fuel ladder with hard decision points. I can do no such thing when I’m literally getting vectored out to sea. Sent from my iPhone using Tapatalk
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Type?
 
mikecweb said:
Flyinthrew said:
I can definitely feel that pain. My fuel flow is in pounds per minute, and I show up at the fix with pretty much what I think I might need based on assumptions. If I’m at a holding fix I can set a flow rate and then build a fuel ladder with hard decision points. I can do no such thing when I’m literally getting vectored out to sea. Sent from my iPhone using Tapatalk
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Type?
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AV-8B. Over 12k, but not technically a type (for those anal retentive people in the room). Sent from my iPhone using Tapatalk
 
Flyinthrew said:
AV-8B. Over 12k, but not technically a type (for those anal retentive people in the room). Sent from my iPhone using Tapatalk
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Sweet. Yea that thing sounds like it burns a whole hell of a lot. I'd have to look at what we are in the hold but I'm guessing it's in the neighborhood of 12,000lbs per hour.
 
Apophis said:
Maybe once we get the new -600 versions. Our ATRs are so old and ratty....and they break all the time. Like....all.the.time.
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Ours too! Holy crap those things are pieces of chit. Yet all the pilots love them. I can't wait for the new 402s.
 
av8tr1 said:
Ours too! Holy crap those things are pieces of chit. Yet all the pilots love them. I can't wait for the new 402s.
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I had Mountain ATR come in one day haulin ass with the pilot sounding like a damn cowboy. Gave him traffic to follow while he was on downwind and traffic was on 6 mile final. He called tally ho and cranked that thing in so tight he wound up .75 miles behind the CRJ at the threshold and tower sent him around. It was a different voice on the radio for round 2 lol
 
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