The minimums are based on the crew, airplane and the airline opspec The minimums found on the chart are the runway minimums. So you have to figure out your minimums based on which one of the 4 minimums is more restrictive. There might be an instance when the controller asks the pilot for his minimum...Jump to post
Don’t think this applies to singapores 777s, but our Airlines 320s are all have identical cabins and emergency equipment but there are 3 different safety cards (each with a different color) and the cards are not interchangeable. The only difference is that one set of safety cards are for French asse...Jump to post
Here you go. Engine failure occurred below v1. For some reason the crew didn’t realize they had a failed engine below V1 and took off resulting in the crash.
https://en.m.wikipedia.org/wiki/2018_U. ... -130_crash
You’ll feel the aircraft veer off before any other indication. The priority is to maintain centerline and after V1 get airborne. It’s not a Herculean struggle, just step on the rudder pedal. But it is easy to overcontrol if you stomp on the pedal. Once tracking down the centerline, rotate and takeof...Jump to post
At least in the US, the FAA now requires air carriers to conduct EET/URT training every two years. When the rudder hardcover events happened to the 737s, pilots were presented with an aircraft rolling due to the rudder. Under normal circumstances, when the plane rolls uncommanded, you counteract wit...Jump to post
Woodreau, could you perhaps elaborate on "all but impossible" Is the "all but impossible" scenario practiced in the simulator? Did I not answer in the post above? The way the demonstration is conducted in the simulator is the instructor has the non-flying pilot deflect the rudde...Jump to post
It's not just the 737, it can happen to any airplane in the world... it just so happens that the problem became apparent after 3 737's crashed in similar incidents. but an Airbus can crash due to rudder hardover as a 737. The solution was training all pilots (not just 737 pilots) to reduce AoA becau...Jump to post
Texas is pretty particular about registration within 30 days. But you’ll have a Canadian vehicle operator, vehicle registration and insurance so I don’t think it will be a problem for Texas. All you’d need to do is have a plausible story for the border crossing. Taking a motorcycle trip to Texas. I ...Jump to post
There is this place that is near the NE hotel complex. Their corporate website mentions motorcycle and ATC storage but I couldn’t find anything specific about this particular location I guess you could call them Public Storage (972) 947-2822 https://goo.gl/maps/g6UsR5X9rLjURs55A Basically ran a “mot...Jump to post
Probably want to look for a place near your layover hotel rather than the airport. Unless your layover hotel is near the airport.
Or maybe see if your layover hotel would be open to you keeping your bike at the hotel.
Soon the ULCCs will be replacing the regionals as the choice of stepping stone to get to the legacies…. If you are a new pilot with 1500hrs and fresh wet ATP had a choice between going to a regional airline flying a 76 seat regional jet or a ULCC to fly 319/320/321s which one would you pick before m...Jump to post
The fuel flow at takeoff is already “insanely” high compared to normal cruise fuel flow. But it’s unlikely you’re going to notice it at v1-10. You do notice when the engine is not producing thrust as the plane veers and you have to make a correction to maintain centerline. There’s very few things th...Jump to post
I don't think modern airplanes have it. (But that is my uneducated opinion since I am only familiar with the 320) The closest function on the 320 is GPWS override. On the 1900, the Gear Horn override was used every flight. Since the condition which caused the gear horn to go off was insufficient pow...Jump to post
The E45 cruises faster than the CR2. Most likely, I've never flown the CR2 only the CR7. We flew the CR7 at M0.83 everywhere. But i've always heard the CR2 was not known for it's performance. We were behind a Skywest 175 today, and ATC asked their speed, M0.62... then asked our speed, M0.80 ATC the...Jump to post
GalaxyFlyer wrote:I’d love to see pilots raised on “glass” enter and fly an intersection hold with dual VORs.
In the US holding is a last resort tactic. ATC has Traffic Management that will implement metering if needed to ensure arrivals don’t overwhelm airports The ground holds that you refer to is an example of that. We get issued EDCT times. Based on the EDCT times we are used by ATC, we can either have ...Jump to post
This thread is explains the reason a friend who worked down the street from me in Houston Center (ZHU) would ask CRJ2 pilots, "if you had a vertical rate what would it be"!! :stirthepot: Though us in the TRACON just let everyone else climb above you guys in the CRJ2, E145 and E45X, then l...Jump to post
Is Spirit the same, I heard something about them recognizing prior 121 time with a few buddies that went there, or would that just be pay scales not equipment ? I’m not sure I understand the question. There is only one equipment type - narrowbody 320. so everyone is on the same pay scale. Wouldn’t ...Jump to post
And can you comment on how reasonable that is from the technical point of view? Seniority system is a given, and I am not the one who is going to challenge that. But - is it something hindering operations safety (CA with low hours on the type, as discussed above) or having CA with high total hours ...Jump to post
USW is a team endeavor. A MH-60R is a sensor platform which is an extension of the ship. The helo can do limited USW independently but the ship provides most of the processing capability. The USW team on the ship is doing the USW plot and uses the helo as an organic sensor in concert with the ships ...Jump to post
A bit different aspect of it, I assume what original question implied: How important is the experience on the type vs general experience? How transferrable skills are? E.g. how much 10k+ hours on 737 matter for the upgrade to, say, A350 captain - aircraft being pretty dissimilar to 737. Does overal...Jump to post
At airports in the US there is something called a movement area and a non movement area. The two areas are clearly demarcated with markings on the pavement. Everything in the movement area is controlled by ATC . Airplanes, vehicles,snow plows, operations vehicles all have to request clearance from A...Jump to post
Water on the deck is never water… Actually on certain flights to certain destinations, one of the lavs is blocked for crew use only because we expect the lavs to get trashed by the passengers who have never been on a plane before and don’t know how to use the lavatory facilities. The only airline th...Jump to post
The first time I reached cruise in a 320NEO when the aircraft transitioned from THR CLB to MACH, The barely audible engines became imperceptible. I thought I had just experienced a dual engine failure not hearing the engines at all and only hearing airflow noise around the flight deck. I had to doub...Jump to post
Thanks for the insight, I better understand how some of the scheduling works now. As far as I can tell based on the posts above, even if certain circumstances are at play, seniority plays a big role. Seniority is everything. It dictates what airframe you fly, where you are based, what your monthly ...Jump to post
One 5 minute differences cbt training module. Different numbers to remember for limitations. Different number to freak out about when the dispatcher plans you to have 4400lbs EFOB at destination, you reach for the phone to request 2000lb more fuel then you realize you’re on a NEO and that is perfect...Jump to post
I don’t think you can get an A319 to do 320kts IAS at FL390 The Airbus protections would prevent the overspeed. There is no way to have the aircraft to reach that speed using autothrust with the autopilot engaged. The maximum indicated airspeed of an A319 at FL390 is 250kts at M0.82 indicated. The a...Jump to post
Most airports keep planes high on the downwind for sequencing with aircraft coming from the opposite cornerposts. Then there will be a circumstance when there is no one on final and so the aircraft on downwind will be #1 for the runway. You can tell when you’re the next one. Normally on downwind you...Jump to post
Hold down the clutch and let it coast if manual. Drop down a gear and take your hand off the throttle if automatic. ;) I find opening the window and holding the palm of my hand into the wind also helps. But you have to slow to 200kts first to comply with the cockpit window speed limitation to open ...Jump to post
Yes we wait until the white box disappears before the PM verbalizes what the PF is supposed to verbalize. I’ve never heard an Airbus call 1000 to level. e.g. FL360 to FL370. There is no altitude c-chord when the autopilot is engaged. If the autopilot is not engaged the altitude alerter sounds at 700...Jump to post
Make sure you say the Flex number too. ;) "MAN FLEX fifty-seven, SRS, (runway,) autothrust blue". Once in the climb phase, "Thrust climb, climb, autothrust." Yes, I don't actually talk to myself like that in X-Plane, but point noted! :) I believe most if not all Airbus pilots ve...Jump to post
The accident report explains how the fracture of the torque tube caused the accident.
Under paragraph 2.2.4 the second and final dive on page 133.
The other posts have mentioned precision which both MGRS and Lat/Long provide and accuracy which depends For targeting the target location is determined using a mensurated target coordinate which is a Lat/long which can be converted to MGRS retaining the same precision. It depends on what the weapon...Jump to post
LVR CLB flashes to indicate that the aircraft is above thrust reduction altitude set in the FMGC and the thrust levers have not been retarded to the CLB detent. THR CLB indicates that the thrust mode is fixed and that the aircraft will use pitch to achieve the selected or managed speed instead of us...Jump to post
In the current hiring environment you will not have an issue getting hired at a regional airline. While being a regional airline pilot is not your goal, your training record at the regional airline will become more important than your GA training record People fail their initial CFI or CFII check ri...Jump to post
Pilots do test fly an aircraft before taking delivery of a new aircraft. Write up a squawk sheet of items to be resolved before the aircraft is transferred from the manufacturer to the airline. On one delivery test flight the depressurization didn’t keep the cabin below 15000 like it was supposed to...Jump to post
There may be plenty of airports with NPA. But if the airline is not authorized for NPAs then there is no opportunity to fly LOC VOR or NDB approaches.
It is the same at my carrier. We are not authorized to fly LOC VOR NDB. So no VDP to calculate or make a decision about
Fast food doesn’t spoil; something has to first be fresh before it can spoil. There’s many times I’ve gotten food at airport intending to eat it when I get to the airplane. But preflight ends up taking a little extra longer and I forget that I had gotten food and it’s been sitting on the side conso...Jump to post
Neither. Spoiled airport fast food that waited a little too long to get to cruise to consume itJump to post
After 30 years flying jets I recently took up glider flying. In the beginning my glider rudder use was appalling to say the least. I had to re learn how to properly use the rudder again. Very humbling. That is what the yaw string is for. It’s the most accurate instrument on the glider. If you’re of...Jump to post
Just because the news article mentions gender of the pilots doesn’t mean you have to continue perpetuating it
Plenty of flights where male pilots leave the landing gear down for whatever reason and their gender doesn’t get mentioned.
Do you always use flaps to slow? Technique I was taught was to bum around at Flaps 1, then extend further at the S and F speeds unless you really need the drag, but the boards are pretty effective for that if memory serves. I'm curious. At what purpose/reason you will use flaps to slow the aircraft...Jump to post
I’ve always waited until 10kts below flap limit speed to extend the flaps as that is company procedure. For the A320 Vfe Flaps 1 is 230kts, Vfe Flaps 2 is 200kts, Vfe Flaps 3 is 185kts, Vfe Flaps Full is 177kts. So the flaps come out at 220kts, 190kts, 175kts, and 167kts. I use the flaps to slow fro...Jump to post