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Originally Posted by lincolnjkc
(Post 36228729)
Could also be improper care... I remember some regional aircraft -- want to say the EMB120 or SAAB340 were most afflicted though the various RJs* haven't been completely guiltless -- where it was very clear from the number of predominately vertical scratches that someone (well, likely multiple someones) had run an abrasive brush over the outer exterior layer of the windows and either the brush or the crud trapped in the brush left scratches that seriously impacted the view. My supposition is that some junior guy(s)/gal(s) got sent out with a bucket and a brush on a pole and told to scrub the outside of the aircraft and just went up-down-up-down-updown down the length of the fuselage whether it be aircraft skin or window.
*- Now that I think of it I'm pretty sure the EMB-120 and ERJ-145 passenger window glass is the same part number so that could explain the common affliction... (from all of the time I've spent staring at "CRYSTALVUE II COATED - DO NOT POLISH" )** **- For anyone with curiosity to be satiated, thanks to Google it appears the same window is indeed applicable: "ACE 120-47934-021 120-47934-019, 120-47934-021 Cabin Window-Outer Embraer Empresa (EMB-120, EMB-120ER, EMB-120RT, EMB-120FC, EMB-120QC, EMB-135ER, EMB-135LR, EMB-135KE, EMB-135KL, EMB-135BJ, EMB-145, EMB-145ER, EMB-145LR, EMB-145MR, EMB-145XR, EMB-145MP, EMB-145EP)" |
Originally Posted by eng3
(Post 36228466)
I recently flew a few flights on AH and noticed that I could never see through the windows. I couldn't tell if they just never washed the plane or it was abrasion (like sand blasting) since its a desert environment.
At a previous job, I flew 767s on a contract for DHL Middle-East out of their hub in Bahrain. The company would keep the BAH engines separate form the engines that were flying in the rest of the world due to the damage the sand would do to them. If a plane rotated out of the BAH operation, they'd pull those engines and put them on the next airplane going into the BAH operation. That minimized the total number of engines exposed to the sand. I'm sure there were other parts that had a shorter in-service life due to the sand. |
From the international delay thread:
Originally Posted by LarryJ
(Post 36303609)
Since a SC or FSB is already off of rest when a flight assignment is made, the time spent on SC/FSB is calculated into the max duty day limitations of 14 CFR 117 in the max duty limit tables.
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Originally Posted by LaserSailor
(Post 36228439)
Best fuel burn trip length…
this must have been quantified but if I swag the fuel burn per payload kg I get that a 5000 km trip is the lowest burn per weight for a typical turbofan airliner shorter than this, takeoff and climb burns excessive fuel longer than this and the fuel carried for the trip requires more fuel burn than the 5000 km trip Can a pilot here verify my swag ? https://news.mcaa.gov.mn/uploads/boo...5590fbfb66.pdf In that example a 777-300's fuel burn per passenger mile on a non-stop flight is lowest for flights between roughly 1500 and 3000 nautical miles, so your 5000km swag was pretty solid for a typical widebody passenger aircraft (the minimum fuel burn per passenger mile on a 777-300 is for a flight length of about 2100nm, but the variation is pretty small between 1500 and 3000nm). Above ~3000nm the 777-300's total fuel burn would be lower if the trip included a stop. The difference in fuel burn between non-stop and segmented trips becomes pretty substantial for trip lengths greater than about 5000nm (~10% more fuel burn with the non-stop flight). However, that doesn't take into account the costs of the time involved for the stop, landing fees, ground staff, wear and tear on the aircraft, etc., and those are a big part of why airlines don't routinely plan fuel stops just to minimize total fuel burn. All those numbers will, of course, be different for different aircraft types. |
Originally Posted by aindfan
(Post 36306788)
From the international delay thread:
Are crews assigned FSB to pre-recover ULH flights, such as assigning four pilots to FSB at EWR with a check in time after both DEL and JNB are scheduled to leave, and if one of them has a mechanical delay then a crew is ready to work the flight? Or is this type of assignment more common with bad weather in the forecast? I feel like I've read something about this in the past, and the description of reserve types jogged my memory. |
Originally Posted by aindfan
(Post 36306788)
Are crews assigned FSB to pre-recover ULH flights
Delayed ULH flights are problematic. Under 14 CFR 117, there is not much room to spare on duty time and being on reserve, prior to the ULH assignment, also affects duty time limits. The longest ULH flights operate under a FRMS (fatigue risk management system) exemption where specific conditions and restrictions are established in order to safely operate a particular flight which would otherwise not fit within the more generic 117 limits. That said, SC and/or FSB will be used to the extent possible, under 117 and staffing limitations, to support the reliability of long-haul operations. Here is an FAA Advisory Circular describing FRMS operations. https://www.faa.gov/documentlibrary/...c_120-103a.pdf |
Originally Posted by aindfan (Post # 299)
(Post 36306788)
From the international delay thread:
. . . . * . . . . * . . . . * Are crews assigned FSB to pre-recover ULH flights, . . . ?
Originally Posted by LarryJ (Post # 485) (Int'l Cancelations)
(Post 36303609)
The new contract is making some changes that I'm not current on as I haven't been on reserve in over nine years.
The basics are that there are three types of reserve. Long-call (LC), short-call (SC), and field standby (FSB). Everyone starts out on LC. When a LC is assigned either a SC or FSB they must first be released into a rest period. ULH = ultra long-haul |
How "hard" are ATC issued wheels up times? E.g. would an 2010 wheels up be expected between 20:10:00 and 20:10:59 or is it more +/-X minutes or does it just depend?
For example tonight CLE-ORD had a delayed departure posted for 2040 local, which got moved up to 2000 at about 1935... Got to the gate while boarding was under way and someone on the flight deck made an announcement that we had a 2010 wheels up from ATC. As 2000 was approached and a few stragglers were having trouble attaining the seated position, someone else (may have been the other pilot but I suspect it was one of the FAs or possibly even GA) made the announcement "we have a 8:10 wheels up; we need everyone in their seats so we can make that time otherwise we will be deplaning" As it turned out actual wheels up was +/-20:16 (with a just short of bat-out-of-hell taxi speed that I wish was more common :-) ) -- based on the taxi speed I have no doubt there was a sense of urgency but clearly we missed 2010 and we were still allowed in the air... Hence the question. I think this is the first time I've been aware of rushing to meet a wheels up time vs. sitting in the box waiting for it. |
Originally Posted by lincolnjkc
(Post 36310101)
How "hard" are ATC issued wheels up times? E.g. would an 1810 wheels up be expected between 18:10:00 and 18:10:59 or is it more +/-X minutes or does it just depend?
For example tonight CLE-ORD had a delayed departure posted for 2040 local, which got moved up to 2000 at about 1935... Got to the gate while boarding was under way and someone on the flight deck made an announcement that we had a 1810 wheels up from ATC. As 1800 was approached and a few stragglers were having trouble attaining the seated position, someone else (may have been the other pilot but I suspect it was one of the FAs or possibly even GA) made the announcement "we have a 8:10 wheels up; we need everyone in their seats so we can make that time otherwise we will be deplaning" As it turned out actual wheels up was +/-18:16 (with a just short of bat-out-of-hell taxi speed that I wish was more common :-) ) -- based on the taxi speed I have no doubt there was a sense of urgency but clearly we missed 1810 but we were still allowed in the air... Hence the question. I think this is the first time I've been aware of rushing to meet a wheels up time vs. sitting in the box waiting for it. In any case, I had a similar question as it happens. It seems to me like when the flight deck announces that we have been given wheels up time of x, we often actually take off several minutes before x. (Seems like opposite of this?) That makes me think "wheels up time from ATC" is actually ATC's estimate, but they may come back any time before or after to give the actual clearance. Is that correct? |
Originally Posted by fumje
(Post 36310113)
Are the 2400 and a.m./p.m. time renderings getting mixed up in here?
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Originally Posted by fumje
(Post 36310113)
Are the 2400 and a.m./p.m. time renderings getting mixed up in here?
In any case, I had a similar question as it happens. It seems to me like when the flight deck announces that we have been given wheels up time of x, we often actually take off several minutes before x. (Seems like opposite of this?) That makes me think "wheels up time from ATC" is actually ATC's estimate, but they may come back any time before or after to give the actual clearance. Is that correct? |
When we are issued a wheels up time, the Tower controllers (the ones that issue the actual takeoff clearances) can let us takeoff 5 minutes prior to the actual EDCT time.
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Originally Posted by lincolnjkc
(Post 36310101)
How "hard" are ATC issued wheels up times? E.g. would an 2010 wheels up be expected between 20:10:00 and 20:10:59 or is it more +/-X minutes or does it just depend?
EDCT times generally allow -5 and some amount of +time, too. Call for release times, for close-in airport departures, usually only have a + time. |
As always , thanks to the crew who participate here, and out speculation to rest in the dustbin.
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Can this be the planned routing, or did something happen around WV requiring crew to shift from flying SW to NW?
Jun 15, 2024. No major weather event for much of the country. https://cimg0.ibsrv.net/gimg/www.fly...6bea9e852c.png |
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