VB in the Wind Tunnel
Join Date: Dec 2002
Location: trailer park
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AMOS2? obviously knows "mechanics of flight" backwards
No he doesn't, he's quoting something any student pilot would know about fuel burn to try and get some attention because everyone's ignoring him. What a joke.
At least when the Kaptin (his benign defender) makes a comment you can tell he's at least thought about it. Amos2 reminds me of that bonehead in "Of Mice and Men". You know, the dumb one.
To use amos2's own words:
SOD OFF.
Moderate, Modest & Mild.
A couple of Q's for some of you.
When fiddling with the FMC:
Do you know the difference between Optimum Cruise Level (CRZ page), and Trip Level (Perf page)? Is there a always a difference? If so, why?
Do you ever enter ACTUAL reported wind at a different FL, and check the Step to?
If you could save fuel from doing the above, how many minutes minimum must you spend at a higher level to justify climb, before reaching TOD?
Approximately how much fuel is lost/saved per minute difference to original FMC calculated ETA, by speeding up/slowing down?
When fiddling with the FMC:
Do you know the difference between Optimum Cruise Level (CRZ page), and Trip Level (Perf page)? Is there a always a difference? If so, why?
Do you ever enter ACTUAL reported wind at a different FL, and check the Step to?
If you could save fuel from doing the above, how many minutes minimum must you spend at a higher level to justify climb, before reaching TOD?
Approximately how much fuel is lost/saved per minute difference to original FMC calculated ETA, by speeding up/slowing down?
Nunc est bibendum
DHD, that 20 knots difference in wind when QF is (say) 15,000 feet lower translates into about a sixty knot+ difference in ground speed due to higher TAS @ FL280 (depending on the day of course!). As you would have read in the newspapers, schedule is a pretty big issue at QF these days and so saving 5 minutes on a SYD-MEL leg can influence things over the period of the day.
Further to Kegs note, QF 's unofficial line on the east coast sectors would basically be "hang the expence" grab that extra coupla minutes where possible. It is not uncommon even during times of nil Jetstream activity to see qf jets at the lower levels just to make up time etc...
Hi guys,
this is where the two companies differ in their operating philosophies.
As you say QF is hang the expense.
VB take the opposite view and cruise a little slower/higher, but make it up (to a certain extent) by scheduling 30 minute turns not 35/45
I guess at the end of the day it all works out in the wash
But as some of us seem to forget, we basically do as our masters command - not because we like it or agree with all the time, but because they pay the bills and it at the end of the day is their train set.
Apart from the obvious, it was a good thread!
this is where the two companies differ in their operating philosophies.
As you say QF is hang the expense.
VB take the opposite view and cruise a little slower/higher, but make it up (to a certain extent) by scheduling 30 minute turns not 35/45
I guess at the end of the day it all works out in the wash
But as some of us seem to forget, we basically do as our masters command - not because we like it or agree with all the time, but because they pay the bills and it at the end of the day is their train set.
Apart from the obvious, it was a good thread!
Join Date: Aug 2003
Location: down on the farm
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After all the science has been considered, I think you have to really consider the history of the two pilot groups. At QF we are paid by the sector and many VB Captains still have the Ansett legacy of had being paid by the minute, habits can be hard to break expecially in pilots.
Clear to Land
As an aside, consider the wisdom of a 320 kts climb if you are late. It may be faster to climb slower and get into a tailwind. I prefer to trust the FMC a little more for optimum climb speed, if you are late just bump up the Cost Index, I also put limits on Performance page 2.
Clear to Land
As an aside, consider the wisdom of a 320 kts climb if you are late. It may be faster to climb slower and get into a tailwind. I prefer to trust the FMC a little more for optimum climb speed, if you are late just bump up the Cost Index, I also put limits on Performance page 2.
