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About swood721

  • Birthday 06/21/1987

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    Sean Wood

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  1. swood721

    Am I too conservative?

    You’re correct but that’s not for Flag specifically. We use those fuel planning numbers under Part 121 Supplemental but only for international flights (including flights to Puerto Rico).
  2. swood721

    Am I too conservative?

    I can’t recall flag rules offhand, but 121 supplemental always requires an alternate with the exception of operating a flight releases under island reserves. No complaints by me because on a nice day I get extra gas. And to the points made earlier about airline policy, my airline (FAA 121 Supplemental) gives the following guidance: Fleet planned landing -757: 9,000 lb -767: 12,000 lb Fleet minimum landing for both aircraft: 7,000 lb The long and the short of it is that I can land below 9 or 12,000 lb but I better be evaluating my options. Below 7,000 and it’s paperwork and probably a carpet dance in the chief pilot’s office.
  3. swood721

    What will be the next project by PMDG?

    Funny you say that. I have a bit of time in an SR-20 and they’re nice but they do have a certain....following. I was at AirVenture over the summer and wanted to check out the new Bose Proflight headset. I was going through the presentation and talking with the rep when a guy comes up and immediately starts telling everyone that he’s trying out the new headset to see if it’ll work in the Cirrus jet he had literally just signed for. So that’s all we heard for the next ten minutes even though the Bose rep told him flat out that the Vision Jet comes with A20s as standard equipment. But I was lucky enough to listen to how awesome he was for ten minutes so I gues you can consider me blessed. 😉
  4. swood721

    What do you do if you lose speed indication?

    Loss of airspeed is a memory item at my airline. Depending on flap configuration the procedure is to turn all automation off (autopilot, auto throttles and flight directors) then set 4 degrees pitch and 75% N1 for flaps up or 10 degrees pitch and 80% N1 for flaps extended. From there, run the QRH. This is for the 757/767 only.
  5. swood721

    Autopiolet direct to with FMC?

    The old boxes used to have a Direct Intercept button. Then someone figured out it’s way better to line select stuff and that button went away. My airline has a very....”varied” fleet so it’s always fun flying a Pegasus box, then getting into a legacy airplane and wondering for a few minutes why the darn thing won’t go direct when you line select a fix up to the top. 😂
  6. swood721

    747-8 ETOPS procedures

    My airline has one 757 with a 5kVA generator instead of a 10kVA that the rest of the fleet has. This requires us to run the APU during ETOPS until all fuel has been burned out of the center tank, while the other aircraft don’t have this requirement. A different scenario than you’re talking about, but just another consideration. Like we say at my airline, we had a standardized fleet....until we got our second plane. 🙂
  7. swood721

    Hot and High variants

    I should have guessed. That’s the procedure we have in our books about flying into BOG and other high elevation airports. So basically, AA has the ability to do automatically what we have to perform manually.
  8. swood721

    Hot and High variants

    American Airlines has an extra button on the overhead for a high altitude airport. No idea what it actually does as I don’t fly for AA, my airline just uses their sims. The 757/767 has a limitation to 8400ft PRESSURE altitude for takeoff and landing. That’ll get you in and out of BOG but not much higher unless you have some kind of modification/performance data from Boeing.
  9. swood721

    Landing VRef speed calculation

    You’re correct, we do calculate the landing weight and enter the weight/speed we will assume to be at touchdown. When I brief, it’s usually 30-45 minutes before landing or roughly 10 minutes to T/D and the speed will have changed by the time we land. A very down and dirty calculation in the 767 is a 1 knot reduction for every 5000 lbs of fuel burned. Another thing that’s nice to know is how much extra runway you’ll use per extra knot of airspeed. In the 767, it’s a little over 200 feet per knot. If you cross the threshold 5 knots fast, that’s an increase of over 1000 feet assuming you don’t slam on the brakes to stop in a shorter distance. Certainly something to think about.
  10. swood721

    PMDG Announced Global Flight Operations at FSE 2018

    I was/am underwhelmed as well. I’m sure many will enjoy the product and PMDG will of course create a superb rendition, but this does nothing for me personally. I fly for a living and use FS as an escape of sorts, so recreating exactly what I deal with at work isn’t incredibly appealing, but I do wish them all the best and perhaps I will take a look once it has been released. To all those who do end up purchasing, I hope you enjoy it!
  11. swood721

    Windshield failure

    I can’t speak to how Airbus works as I fly a Boeing, but I assume it is similar in that the aircraft can perform an autoland as long as an ILS is available; it need not be a CATIII ILS. I’m not sure what this crew decided to do, but I would venture a guess that if they were able, they performed an autoland an then I believe I read that they were towed to the gate due to the lack of forward visibility.
  12. swood721


  13. swood721


    My airline flies to three destinations that require Island Reserve (Wake Island, Ascension Island and Diego Garcia) and perhaps it’s a difference of the regulating body, but our reserve fuel is two hours at normal cruise. So, fuel to destination plus two hours. International operations is as you described in that we need fuel to destination, plus 10% of time enroute at last cruise altitude, plus fuel to alternate plus 30 minutes at holding speed 1500 feet above field altitude. My airline also operates under 121 Supplemental and not 121 Flag, so that may account for the difference as well.
  14. I’m hoping to make it. Depends on my unpredictable work schedule, but fingers crossed.
  15. swood721

    What would happen if.....

    Chances are you’d cause some serious damage before you even got to the runway. Taxiing around with a large door open like that could cause lots of stress. Different scenario, but a year or so ago I was flying from SEA-LAX. The ground crew came up and said the K loader was broken and they couldn’t move it away from the aircraft. Their solution was to push the plane back 20 feet or so and then close the door. Our manuals strictly prohibit ever moving the aircraft with the cargo door open because of the potential for massive structural damage. Granted, a main deck cargo door is larger than a passenger boarding door, but I still wouldn’t want to find out how much structural damage could result. And in case you’re wondering, the ground crew ended up hooking up three or so gigs and pulling the K loader away, so all ended well. ;)