250 kts below 10000?
Mistrust in Management
Sudden winds, Framer and de facto
Yes you are correct in respect of entering predictions for anti-ice use in the FMC. If your predictions are correct then you will save fuel. So I stand corrected.
Regarding APU use after landing - yes we do have SOP's but they are vague in wording. The essence of the wording is that APU starting should be delayed if a long taxi is expected.
Regards
Exeng
Regarding APU use after landing - yes we do have SOP's but they are vague in wording. The essence of the wording is that APU starting should be delayed if a long taxi is expected.
Regards
Exeng
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Save more fuel by having the APU running instead of an engine for a long taxi ... to or from the runway ... *ducks*
In the air, high speed also means that turns have larger radii, so if there are significant turns, that can represent a fuel penalty.
If you are stuck at (say) 6000 feet, to clear the stack of another airfield, then accelerating may not only save you time but also get you out of a controller's hair more quickly, which may please him/her.
In the air, high speed also means that turns have larger radii, so if there are significant turns, that can represent a fuel penalty.
If you are stuck at (say) 6000 feet, to clear the stack of another airfield, then accelerating may not only save you time but also get you out of a controller's hair more quickly, which may please him/her.
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Exeng,
Fair enough.
Regarding how to guess cloud thickness what I do is I obtain a thorough weather briefing and I look at charts and satellite imagery. That gives me an idea. Is it always perfect? Of course not, but by doing it frequently I am able to obtain some good results every now and then.
The APU thing...letīs see. Long taxi routes with frequent stops. 20 to 30 minutes to the gate. Normal Procedure is to start the apu as soon as active rwy vacated. What I do is I tell my first offcers that we are NOT going to do that, but instead we are going to start the APU when joining GOLF (for example). That is a few minutes from the gate just in case. It serves two purposes, economy and ecology. So far no one has felt insulted.
Exceptions to that apu start delay thing that I do...
1. If the aircraft is rather light (around less than 55 tons in a 700, other conditions such as airport elevation, temperature, slope not conspiring) I turn on the apu and shut down one engine, after 2-3 minutes.
2. Extremely hot weather, long taxi, apu comes on, isolation valve closed, left engine bleed air switch off, apu bleed air switch on, for cooling.
If I have time and some minivolts are still energizing my brain, I try to think of those things.....those things in the back, called passengers.
Regards,
SW.
Fair enough.
Regarding how to guess cloud thickness what I do is I obtain a thorough weather briefing and I look at charts and satellite imagery. That gives me an idea. Is it always perfect? Of course not, but by doing it frequently I am able to obtain some good results every now and then.
The APU thing...letīs see. Long taxi routes with frequent stops. 20 to 30 minutes to the gate. Normal Procedure is to start the apu as soon as active rwy vacated. What I do is I tell my first offcers that we are NOT going to do that, but instead we are going to start the APU when joining GOLF (for example). That is a few minutes from the gate just in case. It serves two purposes, economy and ecology. So far no one has felt insulted.
Exceptions to that apu start delay thing that I do...
1. If the aircraft is rather light (around less than 55 tons in a 700, other conditions such as airport elevation, temperature, slope not conspiring) I turn on the apu and shut down one engine, after 2-3 minutes.
2. Extremely hot weather, long taxi, apu comes on, isolation valve closed, left engine bleed air switch off, apu bleed air switch on, for cooling.
If I have time and some minivolts are still energizing my brain, I try to think of those things.....those things in the back, called passengers.
Regards,
SW.
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Thanks jimmyg
I really appreciated your simple outlining of the ram recovery and thrust equation story in your posting #6.
It reminded me of a particularly bruising and at times nasty debate in this forum a few years back, concerning thrust loss of jet engines at inceased speed.
I think this posting now of yours would have ended much of the arguing at that time.
It reminded me of a particularly bruising and at times nasty debate in this forum a few years back, concerning thrust loss of jet engines at inceased speed.
I think this posting now of yours would have ended much of the arguing at that time.
Last edited by james ozzie; 15th Sep 2012 at 17:39.
