If they had an argument they would bid different lines one month. LOL
Jump to postIf I remember correctly, most didn't have a throttle, only an on/off switch. Hence the funny engine on/off sounds as it would come in to land.
Jump to postkalvado wrote:I would hazard to guess that cargo planes can be heavier than pax counterparts, until returning to base empty. People here often say that a refuel stop for cargo isn't a big deal, but allows for more payload.
Also the pilots stand the throttles up and only after the monitoring pilot confirms the power is stable are A/T engaged.
Jump to postGalaxyFlyer wrote:No, lots of wrecked airplanes become simulators, tho. Many items like throttles, panels are hard to come by, so the wreckage is used. You need the real plane's cockpit this hard to reconfigure different types. A DC-10 could have become a MD-10, tho.
The A330/A350 manuals state 30 knots maximum, with 10 knots maximum for 90-degree turns. In a straight line with no threats, you let the aircraft accelerate to 30 knots, then braked down to 10-15 knots, then accelerate again and so on. If it's rainy, go slower. If it's snowy/icy, go much slower. If...
Jump to postNo one has mentioned that first, you wouldn't want to taxi out covered with snow/ice and second, sometimes the holder over time isn't very long and another squirt at the runway is required.
Jump to postNot knowing where the North Atlantic Tracks were at that point in time, I'm guessing they might have been flying what's known as a random routing. If that's the case, they may have been at that altitude to avoid the traffic that was flying along the North Atlantic Tracks. If not that, then possibly...
Jump to postWe were required to use all available sources when flying an approach so if given a visual app we still used the ILS.
Jump to postOh! Oh! I know, I know! How about a circular runway! Reduce the length of the runway by never running out of runway! https://www.planeandpilotmag.com/article/mysteries-of-flight-circular-runways/ https://images.planeandpilotmag.com/wp-pandp/2018/12/21191658/mysteryofflight_circularrunways_web.jpg O...
Jump to postI know - a speedy conveyor belt....not seen that mentioned for a while!! Oh! Oh! I know, I know! How about a circular runway! Reduce the length of the runway by never running out of runway! https://www.planeandpilotmag.com/article/mysteries-of-flight-circular-runways/ https://images.planeandpilotma...
Jump to postsldispatcher wrote:Oh for Pete’s sake…clean it up and move on
I would just say Dallas ATC was keeping them low. I've seen it MEM-DFW before.
Jump to postNWA had a MEM-AMS flight too that was fantastic. Full every flight.
Jump to postEverytime I flew into HNL we landed 8L departed 8R. No hard turns at all
Jump to postAirports don't "prefer" autoland. It's not up to them. ;) As mentioned we do not have to autoland unless weather conditions dictate it. Autoland can be higher workload than manual landing in some ways. There's a lot more briefing and checking. The wider question of automation airmanship i...
Jump to postIt's entirely possible the airport they were diverting from was below CAT I minimums, which would have required them to autoland. Autoland is generally not preferred and the vast, vast majority of landings are performed manually. We weren't required to make an autoland unless below CATII. For the o...
Jump to postN1120A wrote:CosmicCruiser wrote:On a CATIII go around you may contact the runway before the jets climbs away.
Even in CAVOK, that could happen.
On a CATIII go around you may contact the runway before the jets climbs away.
Jump to postCrewBunk wrote:The only time I ever flash on the landing lights when at altitude is saying hello to an aircraft passing 1000’ above/below in the opposite direction after ATC advises of the traffic.
We used to have to make a no A/P, no A/T No ILS ,PAPA only approach in the sim every pro check to show your proficiency. You wouldn't do it on a revenue trip because policy said you would use all available navaids and it wouldn't be the smartest decision. Work load allowing we would fly no A/P, No A...
Jump to postAnd just think, if you're hand flying a CAT I approach you'll be head down until about 200' anyway.
Jump to postMost guys where I was would see what was in their future currency wise and call training dept and set up a sim ride. Originally a full pro chk was given but when the 777 started having many guys have issues it became more of a 3/3 situation
Jump to postWhen I was at my airline we made the switch and after you get used to the differences I had no issues with LIDO. The charts were in color and had excellent presentation. Some info could be in obscure places but once you see it there were no problems I volunteered to be one of a few pilots to sit in ...
Jump to postI don't remember what the policy was at my airline but there was something to do with you could not leave on a trip if you could go non-current during the trip. You would be removed before the flight.
Jump to postAnother issue is that my old airline you look at the ultra long haul flight with a double crew and it's one t/o and one ldg 3 people aren't getting a t/o nor ldg. You bid this type trip often and you will go non current. You can go to the sim before hand a get your currency. It involves a trip to th...
Jump to postI used to fly 747 100s, -200s and -400s for a cargo carrier, and we frequently flew our jets from EWR to JFK (and vice-versa) for repositioning. The workload spiked as we flew through some of the world's busiest airspace at really low altitudes, often at a max of 4000', as I recall. The analog natu...
Jump to postMost likely a sensor out of adjustment. I had one on a 727 once. It came at a bad time. Best I remember the chk list called for a reduced airspeed. AS it happened we were racing a line of thunderstorms to the base!. We made it.
Jump to postAlso we had to fly at least 50% domestic before we could even apply for FFDO. Since I flew about 3% domestic I never applied. I knew a NW/DL FFDO who had been a 744 Captain for years. He just had it for bragging rights. The stories I could tell... I'm sure. I heard a few as well. I really wanted to...
Jump to postBecause I can’t take my firearm on international so I have to check my firearm into the airport when I leave the US and retrieve it when I get back. But if I get back in a different city and the pairing doesn’t go back thru the city. Then I have to go back on my time off to retrieve my firearm…. Ag...
Jump to postIn the 70s I flew a KingAire E90 for a bank. When we had maint. checks done they always took the outflow valves out and cleaned the tar off so they would operate
smoothly
I had a couple of memorable short flights: 1980 I was flying a Falcon 20 and we flew from EWR to Teterboro to pick up a part for the jet. It's about 10 miles or less and took about 45 min! We essentially had to leave the airspace and come back in. I'm sure ATC was amused. I flew San Jose to OAK in a...
Jump to postIt is just behind the cockpit. As well as a toilet. They only had a curtain and no door to the bunks. never flew it just J/S'd a couple of times.
Jump to postWhen I was flying we needed China and India visas and for a short time the Shengen visa. I forget which country it was that would not issue a new visa if your passport was with in 2 years of expiration. Thank goodness the company was quite good at getting fast turn arounds on new visas and passports...
Jump to postOf course I'm retired but our MD-11s had one of two set ups. There were futon cushions with pillows and airline style "blankets" that you would lay on the floor in the foyer/forward galley. Not bad but with the air draft by L1 door it was usually pretty chilly and you would use several bla...
Jump to postMost likely it was due to a sudden downdraft; if the pilots were trying to lose altitude you wouldn't hear the engines immediately spool up. Some approaches are legend for this; Rwy 15 in ANC comes particularly to mind as with a strong south wind (which is the only time ANC lands on 15) there is al...
Jump to postSnuffaluffagus wrote:I’ve landed airliners many, many times at LAX.
Never been shot at.
I guarantee we would have no idea we were having pot shots taken at us until something was discovered on a walk-around.
CosmicCruiser wrote:Best I remember the MD-11 was 25kts striaght ahead, 20kts 45deg turn and 15kts 90deg turn
Best I remember the MD-11 was 25kts striaght ahead, 20kts 45deg turn and 15kts 90deg turn
Jump to postNoshow wrote:Could it be possible that polar survival equipment and special crew qualification are required for extremely northerly routes?
we used to do this in the MD-11 and because the nose wheel is 20' behind the pilots we would actually be over the grass before making the turn around. We would turn from centerline 45 deg
Jump to postIn the MD-11 if we were ferrying they put concrete pallets in the cargo section
Jump to postJust saying, if those pilots who work for a US major dug into their contracts, then there is probably a section on basing pilots outside of the contiguous US. I know at NW the agreement involved a living allowance premium for that exception and was applied to bases in ANC, HNL and GUM. Of course th...
Jump to postI was always told from my flight Safety classes many many years a go the the US. uses 18,000' because it's half the atmosphere=500mb. When I went to the airlines I don't remember them saying much except the separate levels in Europe and other places. The oddest was Almaty, KZ where you descended on...
Jump to postI was told my a PP buddy in UK that they do QFE if they stay local
Jump to postI was always told from my flight Safety classes many many years a go the the US. uses 18,000' because it's half the atmosphere=500mb. When I went to the airlines I don't remember them saying much except the separate levels in Europe and other places. The oddest was Almaty, KZ where you descended on ...
Jump to postAn amusing story, I was flying Bangalore to Mumbai. The weather in Mumbai was very bad with torrential rain and low vis. We made two approaches and even with the HUD saw nothing. We announced our intent to go to our alt. which was Hyderabad and headed that way. When we landed the first thing ground ...
Jump to postIt didn't as long as I had it. It was late 40s I best I remember. It was stock, with original a/s ind. I sold it to another co. pilot that took it to ANC and put a bigger engine and balloon tires on it and made it a bush plane. Not sure if he put an electrical system in, somehow I doubt it.
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