eaglesview
Well-known member
- Joined
- May 5, 2008
- Posts
- 1,350
With block or better pay I will fly it all day long
Amen to that.
Follow along with the video below to see how to install our site as a web app on your home screen.
Note: This feature may not be available in some browsers.
With block or better pay I will fly it all day long
If you stick to the assigned speeds (or your FO does it thanks to YOUR watching), then there really shouldn't be any goarounds. Controllers are usually pretty good at putting planes in slots, and can tell when spacing is getting tight. Depending on what runway you are on and the associated traffic, the Delta guy could have asked for a slight S-turn at worst. Sounds like you need to brief your FO on proper procedures and not rolling to the end. If you are an RJ or turboprop, the first highspeed is usually the one you should aim for. Larger planes usually go to the second.
Bye Bye--General Lee
WRONG!
1. ATL does this when the final is long.
2. When you're IFR, you don't need a "clearance" into class B....Do we need some airspace refreshers?
Well since this has degenerated into the usual major/regional pi$$ing contest...
A bud at USAirways was violated on a line check for going below class B in CLT and re-entering without being cleared. You are cleared into the class B with the vectors, if you exit ie: visual, step down early, you can be violated.
I would fill out an ASAP for this. You went below class B and re-entered without being cleared. If flying to a class B ATC will not clear you below it.
I flew Citations for years and would have never flown Vapp from the marker in. That is ridiculous in a class B enviroment. Being professional also includes thinking outside the box a little and flying your airplane to help others. While being safe. I realized I was in a slower airplane and would accomadate...no big deal.
Well since this has degenerated into the usual major/regional pi$$ing contest...
1. The only airline that seems to roll all the way to the end in ATL is American.....
Anyone have their retardese translator handy? WTF are you talking about here?2. Only DAL asks for "windchecks" and "how longs the flying".....Why?
All this knowledge, and the best you could do was asa?? BF surprise!The windcheck is meaningless and carefully listening to the frequency combined with looking at the TCAS can tell you how long the final is......
Regional pilots seem to get lost at the airports more than anyone, why is that? More stats from the rjdc factbook!3. Mainline pilots seem to miss radio calls more than anyone....
More lies, eh? You're lucky to go 250 on a descent!:laugh:4. I have had to throw out the anchor when following DAL into ATL in an ATR.....
ALPA can't represent both, I do not believe anyone could. Comair and Delta pilots have opposite desires. It is not possible to represent them both. Just look at the RJDC lawsuit filed by Comair pilots.
As far as the DC3 is concerned the 50's are gone. At the time that was state of the art and the majors flew them.
By the way UAL pilots walked off the job in 85 to combat the B scale and I with my fellow EAL pilots walked off in 89 to fight the lower wages being promoted at CAL at the time by frank Lorenzo. Mean while the regionals keep undercutting eachother in a race to see who can fly for less.