Hey, jet pilot types, learn me something'

canadian_atc said:
I gotta stop asking questions!
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Your question was great. But, as we often do, we tangent quite easily......

cencal83406 said:
Asleep at the wheel? "Let's 4-1-0 it, dude!" Ring a bell?
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Hey, I 4-1-0'd it today and I wasn't offended in the slightest.
And if someone saying "4-1-0 it Dude" stands a a reminder of how someone can go from professional to What-the-heck-were-you-thinking in a matter of minutes, then so be it! Tougher skin might be the answer....
 
wheelsup said:
We're not talking about checking it before the flight FMS vs filed. Do you go through the legs page picking out fixes you think you'll get cleared direct to? I can't imagine you do. In fact, in 6000+ hours of domestic flying I have never seen anyone do that. Even the A-R ones.

"Let's see what might we get cleared direct to today...page page page...oh yes this one looks good"
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No.

But I don't work for an airline with purple airplanes and ATC pizza parties, either. Well, okay, I guess we have a few purple airplanes still, but they'll soon have shiny (or shinier) new paint.
 
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wheelsup said:
We're not talking about checking it before the flight FMS vs filed. Do you go through the legs page picking out fixes you think you'll get cleared direct to? I can't imagine you do. In fact, in 6000+ hours of domestic flying I have never seen anyone do that. Even the A-R ones.

"Let's see what might we get cleared direct to today...page page page...oh yes this one looks good"
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A few of us already told you we do. Why so serious? :)
 
Derg said:
People be grumpy as hell!

Probiotics, people! Fiber!
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Man, I tell ya...I'm in that camp this morning. It'll be a great day when I can consistently hold the Asia trips around here. Domestic night freight is work. :)

'night, JC! Err...day.
 
jtrain609 said:
Also, we climb slow as it is. The XR's climb at 290 to .60, and I've never had a problem holding that through FL370 on most days. And even on hot days when the climb rate starts to decrease, I've never seen the thing fail to accelerate once you level off.
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jtrain609 correct me if I'm wrong because it's been many moons but I seem to remember that the EMB-145 TAT limitation was an issue in some conditions during the XR "death climb." I frankly never understood the motivation for the .60 climb when viewed against the TAT limitation and low speed buffet margins. I remember doing it but only in smooth air and no TAT issues. Like I said, this could all be rubbish so if so enlighten me!
 
Cav said:
jtrain609 correct me if I'm wrong because it's been many moons but I seem to remember that the EMB-145 TAT limitation was an issue in some conditions during the XR "death climb." I frankly never understood the motivation for the .60 climb when viewed against the TAT limitation and low speed buffet margins. I remember doing it but only in smooth air and no TAT issues. Like I said, this could all be rubbish so if so enlighten me!
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There are two weight categories at FL370 where you wouldn't have protection for low or high speed buffet, 50,000 and 53,100. Of course, you'd have to be REALLY heavy to hit that point.

Additionally, there's some fine print in here. This is applicable to a G-Load of 1.4, which is 30 degrees of bank protection, plus 15 degrees of overshoot. The book says that no protection is available at the two highest weights at FL370 and to not bank the aircraft more than 15 degrees at those altitudes, so the easy solution is to keep it in a horizontal mode that provides you with some kind of low bank protection at that altitude (HDG or LNAV).

In the end, I've never seen those kinds of weights by the time we get to FL370.
 
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