Autothrust Blue
Welcome aboard the Washington State Ferries
Well…on the Brasilia.
Toronto preliminary
- Thread starter woodreau
- Start date
We had 9-leg days at my 1900 operator.
But it was only 8-9 hours of duty time
We started at 4:35am and we were done by 13:30.
it was maybe 7-8 hours of flying.
Time in the ground between turns was 10 minutes at the outstation and 20 minutes at the hubs.
So you were constantly on the go. You didn’t have time to just sit around in cruise.
You were always running a after takeoff / before landing / some checklist and on the ground the FO was up boarding and deplaning the pax and doing the safety and exit row briefing
Captain had 2-3 minutes of downtime when on the ground after doing the weight and balance and looking over the release and calling flight service to file the flight plan….
No time to sit around and get tired.
ASpilot2be
Qbicle seat warmer
My record was about 14 legs. I would load 7500lbs of cargo, fly five minutes, unload it all, fly five minutes, load 7500 more pounds, fly five minutes, unload it all, fly back. Over and over and over.
ERfly
Well-Known Member
What ship?
<Raises hand> Cruise ship nerd here who is trying to figure out the line by the balcony furniture.
ChasenSFO
hen teaser
Back in those days the ATC delays were far worse. I lost count of how many times 30-70 people waited until 0300 for a plane to arrive just for the crew to (obviously) be fatigued and call in. Then the 2 CS agents who stayed for the flight would be rebooting people until the 5am crew showed up and took over. Typical night with 3+ runway config changes at SFO pre mid-2010s.
NCL “Bliss”. Find us on Marine Traffic!
///AMG
Well-Known Member
I guess that is a good point. Whenever I have a 3 leg day, there are always lengthy sits involved. Kinda like my other flying job when you fly twice, and fully debrief the first one, brief the next, barely have a chance to eat, and then go fly again. If you just never leave the airplane, I could see that being helpful. Standard turns dont normally bother me, as I stay in the “zone” the whole time.
It just sucked living in the plane to be honest.
There were a lot of things we didn’t do - No FMS to program. No checking the route in the FMS. On the ground during the turn you just tuned NAV 1 and NAV 2 and turned the OBS knobs for the radials. You put direct to the next airport in your Garmin eTrex hiking GPS. After takeoff you picked up your IFR clearance, read back your clearance and then looked at the heading direct on the handheld GPS and asked ATC for whatever heading radar vector your GPS said was direct. ATC then issued you the radar vector direct when able. Navigation was simple.
We didn’t have to unload and load 7500lbs, they self unloaded and loaded themselves, People couldn’t wait to get off the plane…. They didn’t need any encouragement to deplane like on a 737…. I don’t know why people just take forever to get off a 320 or 737. No issues on a 1900. People were climbing over each other to get off the plane faster than you could blink….
For fuel, sometimes we wouldn’t shut down #2 engine at all during the turn. the plane is overwing fueled - no single point fueling… in order to fuel with the #2 engine running, we transferred 400lbs from the left tank to the right tank to intentionally land with an 800lb fuel imbalance - the max allowable fuel imbalance. Then tell the fueler to put all of the fuel only in the left tank to overfuel to an 800lb imbalance the other way. As soon as he was done fueling, you started transferring fuel from the right tank to the left tank. passengers were done boarding, the FO did his briefing closed the door and started #1 as the FO was climbing back into his seat and blocked out less than 10 minutes after you blocked in.
There were a lot of things we didn’t do - No FMS to program. No checking the route in the FMS. On the ground during the turn you just tuned NAV 1 and NAV 2 and turned the OBS knobs for the radials. You put direct to the next airport in your Garmin eTrex hiking GPS. After takeoff you picked up your IFR clearance, read back your clearance and then looked at the heading direct on the handheld GPS and asked ATC for whatever heading radar vector your GPS said was direct. ATC then issued you the radar vector direct when able. Navigation was simple.
We didn’t have to unload and load 7500lbs, they self unloaded and loaded themselves, People couldn’t wait to get off the plane…. They didn’t need any encouragement to deplane like on a 737…. I don’t know why people just take forever to get off a 320 or 737. No issues on a 1900. People were climbing over each other to get off the plane faster than you could blink….
For fuel, sometimes we wouldn’t shut down #2 engine at all during the turn. the plane is overwing fueled - no single point fueling… in order to fuel with the #2 engine running, we transferred 400lbs from the left tank to the right tank to intentionally land with an 800lb fuel imbalance - the max allowable fuel imbalance. Then tell the fueler to put all of the fuel only in the left tank to overfuel to an 800lb imbalance the other way. As soon as he was done fueling, you started transferring fuel from the right tank to the left tank. passengers were done boarding, the FO did his briefing closed the door and started #1 as the FO was climbing back into his seat and blocked out less than 10 minutes after you blocked in.
