JetBlue A321

Seggy said:
About guys wanting to land with 10K of fuel. Are they adding fuel so they have 10K over destination?
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a Few do, it's probably not as bad as I imagine in my head but I can think of at least 3 guys I flew with in the last 4 - 6 or so months that made a big deal about it and I thought the first guy was joking. I think some just say I want to throw 3k more on and it ends up near or above 10k. I don't' know if it's because of the fact that some have yoyo'd between the 330 and 320 so many times that it all becomes a blur to them or if some are angry about the state of affairs at the company. But I would say our average fuel we land with is 8k and above. It is very noticeable about the amount fuel that guys at my current airline want vs guys at my last airline wanted.

I thought the first guy was joking at first and thought maybe he was overly cautious but the next 2 made me scratch my head. It's fine, I'm all for taking more fuel but I wonder sometimes. Same goes with the guys that insist on taxing with 2 engines and those are above 50% of the group I can safely say.

ChasenSFO said:
Maybe it was the -1000 then, though I thought that was even bigger. I'm honestly so bored by these new carbon fiber types that I don't even have the designations down. I feel sorry for my kids down the road knowing I'll take them to watch airplanes at a big airport and tell them "You know, there used to be more than 6 airlines, more than 5 types of airliners flying around, and they used to make noise".
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the 358 is to hold 260 peeps, the 359 is to hold over 300 peeps and the 3510 is to hold over 350 peeps.

Pretty soon there will (hopefully) be 3 legacies all flying the same make and model of aircraft to the same cities offering the same ife and selling the same credit cards.
 
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skyw82 said:
a Few do, it's probably not as bad as I imagine in my head but I can think of at least 3 guys I flew with in the last 4 - 6 or so months that made a big deal about it and I thought the first guy was joking. I think some just say I want to throw 3k more on and it ends up near or above 10k. I don't' know if it's because of the fact that some have yoyo'd between the 330 and 320 so many times that it all becomes a blur to them or if some are angry about the state of affairs at the company. But I would say our average fuel we land with is 8k and above. It is very noticeable about the amount fuel that guys at my current airline want vs guys at my last airline wanted.

I thought the first guy was joking at first and thought maybe he was overly cautious but the next 2 made me scratch my head. It's fine, I'm all for taking more fuel but I wonder sometimes. Same goes with the guys that insist on taxing with 2 engines and those are above 50% of the group I can safely say.
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I haven't seen that at all. I find about 6k is the personal minimum for most guys.

I do agree on the single-engine taxi thing. It's very rare to see...almost as rare as Flaps 3 landings.
 
ERfly said:
I haven't seen that at all. I find about 6k is the personal minimum for most guys.

I do agree on the single-engine taxi thing. It's very rare to see...almost as rare as Flaps 3 landings.
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Some seemed like the old school piedmont types.

I try and do flaps three but even on a 321 on a short runway I like em full.
 
skyw82 said:
Some seemed like the old school piedmont types.

I try and do flaps three but even on a 321 on a short runway I like em full.
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We don't have too many PI types up in PHL.

Yeah, in places like LGA and DCA, I'd be doing Flaps Full. Going into LAX or PHX or MCO with a 321, I prefer 3...the airplane seems to, as well.
 
skyw82 said:
Same goes with the guys that insist on taxing with 2 engines and those are above 50% of the group I can safely say.
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I'm all for saving gas when it's done right. Silly single engine taxiing is a pet peeve. Today I jumpseated on a full 757-300. He started engine 1 and had to make a sharp left turn. At 60% power it literally took about 45 seconds to make the 90 turn. When I flew for a company that did single engine taxi I used to fly with captains all the time that would do this. It drove me nuts because I started keeping track and when you were
Heavy and had to use a lot of power for a long time especially to turn or go uphill, you wouldn't save any gas. I think it's a great concept and should be used when possible but there needs to be discretion and not blind use of it.
 
dasleben said:
767-200ER. Easily outperforms a 757, except in short field performance (and it'd be close).
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Our 767 guys say the same thing. Our -200s have the big engines. A vast majority prefer the 767 to the 757...tons of power and they say it handles so much better.
 
Try a semi-empty 767 300ER (with the big engines). It'll make a person used to the 757 say "hot damn".

I flew one from DTW to JFK with 20 people and it was like it had JATO.
 
Derg said:
Try a semi-empty 767 300ER (with the big engines). It'll make a person used to the 757 say "hot damn".

I flew one from DTW to JFK with 20 people and it was like it had JATO.
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The -300ER is even better as a freighter! :)

Actually, I change my answer. Empty -300ERF is an elevator ride.
 
Seggy said:
Take a look at the 757-200 and how it was being used a lot in the past few years by US Airlines to do 'thinner' international routes. The 787-800 can do those and hold about 70 more folks while burning less fuel (I think, @Minuteman you have the numbers?) than the 757-200.
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A 757-200 averages about 30 more seats than a 737-800. Its seat-mile fuel burn is around 15% higher than a 737-800, but the 757-200 can also go about 25% farther (800 nm).

So yeah, long, thin routes and hot/high airports are were the 757 excels.

(and it makes Max Jenius tingle)
 
Minuteman said:
A 757-200 averages about 30 more seats than a 737-800. Its seat-mile fuel burn is around 15% higher than a 737-800, but the 757-200 can also go about 25% farther (800 nm).

So yeah, long, thin routes and hot/high airports are were the 757 excels.

(and it makes Max Jenius tingle)
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You need to compare our 757-200s compared to our 737-900 ERs fuel wise and the total number of seats.

Also what is the burn of the 757-200 vs 787-800?
 
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Dan208B said:
I'm all for saving gas when it's done right. Silly single engine taxiing is a pet peeve. Today I jumpseated on a full 757-300. He started engine 1 and had to make a sharp left turn. At 60% power it literally took about 45 seconds to make the 90 turn. When I flew for a company that did single engine taxi I used to fly with captains all the time that would do this. It drove me nuts because I started keeping track and when you were
Heavy and had to use a lot of power for a long time especially to turn or go uphill, you wouldn't save any gas. I think it's a great concept and should be used when possible but there needs to be discretion and not blind use of it.
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My company does SE taxi all the time.

Flew with a captain that wanted only one engine. I questioned him since we had a quick taxi. Apparently he wasn't happy with me questioning him and asked for the checklist again with an annoyed sound to his voice. Sure enough as soon as I got our taxi Clearance he asked for the second engine. Fuel saving at its finest!


Sent from my Galaxy Nexus using Tapatalk
 
Maurus said:
My company does SE taxi all the time.

Flew with a captain that wanted only one engine. I questioned him since we had a quick taxi. Apparently he wasn't happy with me questioning him and asked for the checklist again with an annoyed sound to his voice. Sure enough as soon as I got our taxi Clearance he asked for the second engine. Fuel saving at its finest!


Sent from my Galaxy Nexus using Tapatalk
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What a dork.
 
Maurus said:
My company does SE taxi all the time.

Flew with a captain that wanted only one engine. I questioned him since we had a quick taxi. Apparently he wasn't happy with me questioning him and asked for the checklist again with an annoyed sound to his voice. Sure enough as soon as I got our taxi Clearance he asked for the second engine. Fuel saving at its finest!


Sent from my Galaxy Nexus using Tapatalk
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Cleveland captain?
 
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