ClearnceClarence
27th Apr 2015, 15:07
A few months back after a HKG-LHR flight as a passenger, out of curiosity I asked the Captain if CX was operating F25, single engine taxi-in etc.
He mentioned F25 started due to F30 busting the noise monitors at LHR on the -300ER. And that F25 was now mandatory there per the company. Is that really what the company told you? We have had no problems (so far) noise wise operating F30 up to MLW on the -300ER/200/300/200F/200LR into the London airports. And it seems that most other operators don't either.
Our fleet office temporarily made F25 SOP and tried to "encourage" its use under normal conditions, however when brake wear and the associated maintenance costs increased pretty much immediately, it was back to F30.
Are most crews following this new SOP and if so what are your experiences? There was talk about us going to F25 mid last year, however that died with the decrease in fuel costs. As did single engine taxi etc which although still encouraged, nobody bothers with
Last question, I notice you seem to use F20 a lot on the -300ER. Is that the preferred takeoff setting? If so are there any operational advantages to using it over F15 which is what our performance calculators typically punch out at heavy weights.
Thanks in advance!
He mentioned F25 started due to F30 busting the noise monitors at LHR on the -300ER. And that F25 was now mandatory there per the company. Is that really what the company told you? We have had no problems (so far) noise wise operating F30 up to MLW on the -300ER/200/300/200F/200LR into the London airports. And it seems that most other operators don't either.
Our fleet office temporarily made F25 SOP and tried to "encourage" its use under normal conditions, however when brake wear and the associated maintenance costs increased pretty much immediately, it was back to F30.
Are most crews following this new SOP and if so what are your experiences? There was talk about us going to F25 mid last year, however that died with the decrease in fuel costs. As did single engine taxi etc which although still encouraged, nobody bothers with
Last question, I notice you seem to use F20 a lot on the -300ER. Is that the preferred takeoff setting? If so are there any operational advantages to using it over F15 which is what our performance calculators typically punch out at heavy weights.
Thanks in advance!