Ok, which one of you guys...

FlyChicaga said:
I will always value pilot reports from prior arriving aircraft above all else. Of course, you need to take into account what type of aircraft was in front of you, because just like in turbulence, braking action can be variable for different types.
Click to expand...
Exactly true. You can't always go by the guy in front of you. For example, the main gear on our CX is only 10.5 feet apart. If the plow cleared one good path down the centerline we will most likely land in the dry section and have good braking. An aircraft with a wider stance may have both mains on the ice patches and report fair.
 
NJA_Capt said:
Exactly true. You can't always go by the guy in front of you. For example, the main gear on our CX is only 10.5 feet apart. If the plow cleared one good path down the centerline we will most likely land in the dry section and have good braking. An aircraft with a wider stance may have both mains on the ice patches and report fair.
Click to expand...

Absolutely. Even more importantly, a Q400 that landed and used beta/reverse for the first 3/4 of their rollout then applied brakes will likely have a much different experience with braking action than the B737-800 using autobrakes two or three. I know in the SF-340, we wouldn't use the brakes, even in MDW, until a few seconds into the rollout. Reverse, or even just ground idle, would do a great job in slowing us down. Now in the RJ, we'll be on the brakes nearly right away, even if using reverse thrust.

Some pilots claim it is "dorky" to know a little about the other airplanes out there in the system. Personally, the more I generally know about other types of aircraft (especially airliners), the better I can interpret the information they are providing to ATC and other aircraft. That's yet another reason why I love jumpseating in the cockpit as much as I can on my commute!
 
FlyChicaga said:
Some pilots claim it is "dorky" to know a little about the other airplanes out there in the system.
Click to expand...
Maybe dorky pilots are the ones that don't know the capabilities of other aircraft in the system.

FlyChicaga said:
That's yet another reason why I love jumpseating in the cockpit as much as I can on my commute!
Click to expand...
....and perhaps flying a few different planes over a few years building experience/knowledge. Opposed to the academy/quicky route where you learn to operate 1 plane 1 way.
 
FlyChicaga said:
Absolutely. Even more importantly, a Q400 that landed and used beta/reverse for the first 3/4 of their rollout then applied brakes will likely have a much different experience with braking action than the B737-800 using autobrakes two or three. I know in the SF-340, we wouldn't use the brakes, even in MDW, until a few seconds into the rollout. Reverse, or even just ground idle, would do a great job in slowing us down. Now in the RJ, we'll be on the brakes nearly right away, even if using reverse thrust.

Some pilots claim it is "dorky" to know a little about the other airplanes out there in the system. Personally, the more I generally know about other types of aircraft (especially airliners), the better I can interpret the information they are providing to ATC and other aircraft. That's yet another reason why I love jumpseating in the cockpit as much as I can on my commute!
Click to expand...

Definetly agree the saab will slow to safe taxi speeds without the use of reverse or brakes. Only time I come on brakes early is when traffic is tight going into IAD, beyond that I can usually make the 1st/2nd high speed without nothing but ground idle on the props.
I guess it goes back to how much weight and mass you are landing with.
 
NJA_Capt said:
6000 feet to stop a SAAB:confused:
Click to expand...

Yeah, on runway 1R, you can make K6 or K4 comfortably.
K4 is about halfway down the 11,500 ft. runway, which would put it at 5,750 ft.
Typically I turn off at K4 with no reverse, little brakes, and basically only at ground idle until reaching a safe taxi speed. Unless traffic is an issue than it's full-reverse on landing, braking as applicable, and make the first turn off at K6.

I usually turn off at K4, which is about 6,000 feet down the runway, so yes I do use about 6,000 feet to stop the aircraft. Keep in mind this is to reduce wear and tear on the aircrafts' engines and brakes, as recomended by our company. Anyway it is more comfortable for the passengars.
 
NJA_Capt said:
Dear Mgmnt:
We'd rather have a more comfortable seat. Braking lasts for a few seconds, our bottoms are numb and legs cramped for the whole flight.
Click to expand...

I'm not sure if you picked it up earlier in the thread, but most airline pilots don't care about the customer experience, it seems. ;):p
 
kellwolf said:
When those eyeballs you're hauling in the back start talking about how they're gonna go bad if you don't speed up the Baron.....well, call me, cause I wanna know what you're smoking. :)
Click to expand...

LMAO . . . you're right, my cargo definitely never talks back - I'll give you that!
 
mtsu_av8er said:
I'm not sure if you picked it up earlier in the thread, but most airline pilots don't care about the customer experience, it seems. ;):p
Click to expand...

Honestly, it depends on the complaint. I'd say 90-95% of the time, I DO care. It's those other times when they complain about things that are out of my control, like how uncomfortable the seats are and why they have to fly on a "little" airplane. If I went to their office and complained about the seats in the reception area or why I was getting crappy service in a tiny office but paying a rock bottom price for whatever service they're peddaling, they would probably have a similiar reaction. Constructive input I can handle, and I welcome things like that. I can't change the equipment type the airline operates (DAMN I wish I could, though :) ), so customers complaining about that just kinda rolls right off of me.

One thing that burns me up is when we bust our tails to get the flight in on time and out on time, and the rest of the company (or the outsourced portion) drops the ball completely. Prime examples are MSP and DTW, where we'll often sit for 10-15 minutes wondering where the ramp crew is while we call operations in vain on the radio. A 2 minute shorter taxi isn't gonna help in that situation. Today, I had to get off the plane, go up the jetbridge, and hunt down the gate agent so we could get the jetbridge pulled up and get the passengers off. If I didn't care about the passengers, I coulda stayed in my comfy, air conditioned seat calling ops all day long.....
 
AmazingPilot said:
Great post,
Let's wait and see what happened before we start judging the flight crew or their decisions. It's alot easier to judge a situation when you don't know all the facts, however it isn't very professional.
Click to expand...


Not to knock on you "amazing pilot" but I only stated the obvious. I didnt state anything other than facts.
-Wasn't me (I do fly for 9E)
- We DON'T know who was up front (we do know now)
- Weather Sucked (any questions there?)
- Don't know runway conditions

Please explain how its not professional as you continue to argue with everyone else on this board. Welcome!
 
You must log in or register to reply here.
Back
Top