Southwest tries to redecorate LGA tower

derg said:
Ha!

Biggest compliment in the last year and over a delicious KBBQ in Seoul:

“You eat weird food, you didn’t talk about politics or sports, you’re positive, you didn’t assume I’m obligated to eat with you, you ask me questions... Are you a real captain?”
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Navy buddy of mine recently flew trip with a very junior 320 CA at your place who came from our place. Full Russian, from Russia. It was apparently a very quiet trip after the guy went big early on the Tucker/Putin stuff. And then proceeded to insist on a bunch of "well this is how we did it at Eskimo" BS. Which was great, cause my buddy was about 5 years senior to him at widget
 
///AMG said:
I agree with you, but I also don't really feel like our ride predictions are anywhere near science. It is fairly straightforward when its predicted to be very crappy, and center says "continuous light to moderate all altitudes" or whatever. When DX files you for FL300 for turbulence and stacks the gas, kinda day. But those other days, where there are just a couple areas predicted along the route, I think it is a coin flip whether or not the location or intensity or even the existence of turbulence, is predicted accurately. Unless you guys have access to a different tool than I do with WSI in that left seat :) I'm all ears if you do. Cant count how many times we are getting the bucking bronco ride and WSI is clear.
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In my almost two years as a 121 captain I’ve made some improvements to my FA briefing:

They have a metric • ton of stuff to do so I try to keep it under 15 seconds. Always start with the flight time.

I remind them that “believe it or not I’m here to help. So let me know if I can help you with something.” They seem to appreciate feeling supported. If you get them talking all of them will tell you about a time they haven’t been supported and how difficult it was.

Lastly I let them know “I can’t see wind or turbulence but I’ll do my best to keep you updated. I might sit you down if I think it’s going to be bumpy, but it might not be. I’d rather do that than bounce you off the ceiling. Pretty much a 100% positive response on that one.

This seems to be generally pleasing to almost all FAs. It takes less than 15 seconds. Also if you get there early enough say hi to the two in back. It takes 30 seconds or so but many of them really appreciate that too.
 
Autothrust Blue said:

What if flight ops bulletins were still written in such detail...anyway. Also, the physics haven't changed that much.

@inigo88 — any thoughts? I've been looking through a bunch of places in Parts 1 and 25 and actually haven't clearly found how this airspeed was established for the 737, merely that a rough air airspeed that does not result in "too frequent" actuation of the overspeed warning (Vra/Mra) must be established.
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Autothrust Blue said:
I'm assuming that the airspeed presented as "turbulence air penetration speed" in that manual is properly called Vb, which is defined as:
View attachment 81402
(25.335), whatever that means. I actually think a table providing Vb is in my Operational Data Manual now that I think of it.

A high altitude stall is a lot more trouble than the momentary actuation of the overspeed warning, as we all should reasonably know here. Vra/Mra are apparently 'new' insofar as they are in Part 25 as amended in 2024.
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I think you’re right on with VB. I would just add that this stuff makes way more sense graphically, by overlaying the gust envelope on the V-n diagram.

In Part 23 your +3.8g/-1.5g envelope looks something like this, and VA (at various weights) is the upper left corner where you can make a full control deflection and stall the wing before overstressing the airplane:
1736324425503.jpeg


Overlaying the vertical gust shapes on the V-n diagram gives you this gust diamond which may or may not force you to increase the limit load factor of your design at VC. VC generally coincides with Vno and the bottom of the yellow arc, because above this speed the gust envelope narrows to a lower requirement (VD gust) and you can easily overstress the airframe encountering greater vertical gusts above that speed.

1736325741472.jpeg


I haven’t spent enough time reading Part 25 to be any sort of authority on it, but there are extra gust cases and in the case below VA doesn’t envelope you for the +66 ft/sec gust but only your regular +2.5 g limit load at the intersection of aerodynamic accelerated stall. Instead the analyst/designer would have to envelope point B by calculating VB and determining the load factor at that point for the +66 ft/sec gust at that speed, and then size the structure to withstand that.

1736325383117.jpeg


Here is the standard design maneuvering envelope on top and gust envelope on bottom, and you can see the difference in design speeds. You can think about it like “stuff I do to the airplane” vs “stuff the turbulence does to the airplane”. :)

1736325633077.jpeg
 
BEEF SUPREME said:
In my almost two years as a 121 captain I’ve made some improvements to my FA briefing:

They have a metric • ton of stuff to do so I try to keep it under 15 seconds. Always start with the flight time.

I remind them that “believe it or not I’m here to help. So let me know if I can help you with something.” They seem to appreciate feeling supported. If you get them talking all of them will tell you about a time they haven’t been supported and how difficult it was.

Lastly I let them know “I can’t see wind or turbulence but I’ll do my best to keep you updated. I might sit you down if I think it’s going to be bumpy, but it might not be. I’d rather do that than bounce you off the ceiling. Pretty much a 100% positive response on that one.

This seems to be generally pleasing to almost all FAs. It takes less than 15 seconds. Also if you get there early enough say hi to the two in back. It takes 30 seconds or so but many of them really appreciate that too.
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Do you guys have a standardized FA briefing?
 
Boris Badenov said:
Mostly the same, but the 99 can go do something anatomically impossible with itself, the hateful, awful thing.
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It’s funny, the 99 was the first airplane I got to ride in. Fortunately for me I guess is the fact that at just over one year old I do not remember any of it. My old man would probably not disagree with you though I’m pretty sure he disliked the Shorts even more.
 
derg said:
“Wanna do a PA?”

“You bet!”

*reaches for the handset*

“CAPTAINS ONLY!”
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One clown at my place does PA’s from his previous airline time he retired from. “We know you have a choice in air travel and your continued business with us is highly appreciated….”

Hey Cliff, we’re a DOD/USFS charter, remember? These pax had zero choice in what carrier they flew on…….
 
Skåning said:
Nope. Just some recommend things to mention. They always ask for the flight time tho, for some reason their devices don’t tell them.
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Weird. We tend to over-brief stuff at my shop but a list of stuff to talk to FAs about seems normal. It was also weird to read about your training center scheduling procedures. Even at a regional I knew the briefing room and sim bay in advance.
 
MikeD said:
Hey Cliff, we’re a DOD/USFS charter, remember? These pax had zero choice in what carrier they flew on…….
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Oh if I flew for JPATS I would totally make a "thank you for choosing us" quip. Captive audience, literally.
 
MikeD said:
One clown at my place does PA’s from his previous airline time he retired from. “We know you have a choice in air travel and your continued business with us is highly appreciated….”

Hey Cliff, we’re a DOD/USFS charter, remember? These pax had zero choice in what carrier they flew on…….
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That’s funny tho!
 
Ian_J said:
Weird. We tend to over-brief stuff at my shop but a list of stuff to talk to FAs about seems normal. It was also weird to read about your training center scheduling procedures. Even at a regional I knew the briefing room and sim bay in advance.
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On the schedule system it doesn’t say which building was assigned. You have to look it up on a different webpage. It’s about a 15 minute drive without traffic from the old Angle Lake building to the new training center in Renton.

Skåning said:
Nope. Just some recommend things to mention. They always ask for the flight time tho, for some reason their devices don’t tell them.
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Good thing you’re here to jump in and answer questions for me.
 
ERfly said:
When did you start working for AA?

And seriously, I miss that show!
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lol, unfortunately again, it’s changed. Now the PM does all the PAs, regardless of seat. Well, I guess except the FA prepare for takeoff PA, that’s FOs only.

How’s FedEx in regards to CA/FO workload? My friend tells me it’s a very CA centric airline in relation to AA. Says she does very little in the right seat.
 
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