N1120A wrote:They could move crews to/from CDG using the LAX flight as well.
GalaxyFlyer wrote:Anyone who has flown across several airlines isn’t surprised how the very same plane is operated vastly different.
I doubt TN has an actual crew base at CDG, but one way they could accomplish this is to operate the PPT-SEA-PPT segments with a "normal" crew and out-base a crew in CDG for the SEA-CDG-SEA segments (which, from the crew's perspective, would actually operate CDG-SEA-CDG). Therefore: The PPT...
Jump to postI'll answer your questions in order: 1. Not sure what you mean by starting a "new batch" of students. The majority of Part 141 schools do not conform to a university-type structure and instruction is one-on-one and somewhat self-paced (although the school will have a syllabus that all inst...
Jump to postThe flight was probably cleared direct HOOTA at some point; the filed route was almost certainly more complicated.
Jump to postDon't know about the A340 specifically but on the DC-10 (30 and 40) it was possible to lock out the center gear. I assume the MD-11 is the same.
Jump to postAs others have pointed out a shorter airplane does not necessarily improve takeoff performance as most of the weight reduction comes from the reduced payload rather than the minimal reduction in airframe weight, so on those few flights to/from performance-limited airports it would be better for the ...
Jump to postI've never worked at a company large enough to own its own sims, but regarding the rest of your questions: Yes, there are still operational sims for the 737CL, MD-80/90, 727 and even really old types like the 737-200, DC-9 and 707 although they are getting fewer and father between. If an airline doe...
Jump to postSo how do countless corporate operators get away with requiring a type rating? Don’t buy it. There is a difference between requiring a type rating before being hired/offered employment (no different than requiring a college degree or an ATP) and hiring someone, then forcing him to obtain job-specif...
Jump to postNo the doublers do not get replaced and it is possible to stack more than one doubler in the same place.
Jump to postFor really sharp turns (tiller almost at the limit) my company generally observes 10 knots as a maximum out of concern for tire damage although I think this mostly comes from tribal knowledge rather than any official source. It gets pretty uncomfortable if you're faster than 10 knots anyway. At majo...
Jump to postATI (Air Transport International) - B763
ABX Air - B763
Atlas - B738 and B763 (I heard Atlas is getting rid of their 737s but can't confirm)
Silver - ATR 72
Cargojet - B763
and others
Hawaiian is also set to begin flying for Amazon with A330s but I don't know when that starts.
Finally: I can't imagine how much fuel is being burned whilst arriving aircraft are circling down in 4 spiral stacks to LHR. Presumably having that additional runway would allow for far more fuel-efficient approaches. Any thoughts on this? To be fair (or at least intellectually honest) there are tw...
Jump to postI'm confused by this discussion as the current plan, as near as I can tell, is indeed to construct a third parallel runway: https://www.heathrow.com/company/about-heathrow/expansion/plan-overview With that being said I can't say I've ever heard of two runways in "tandem", but from an airsp...
Jump to postAnother complicating factor is the difference between Part 121 passenger carriers, which operate under Part 117 duty and rest rules, and Part 121 cargo carriers which still operate under the "old" Part 121 Subpart Q/R/S rules. Under Part 117 "all flying on behalf of a certificate hold...
Jump to postAll modern (i.e. post 1958) jet airliners maintain a cabin altitude of no greater than 8,000 feet at the airplane's maximum certified altitude, so if she doesn't have problems on a 737 or A320 she shouldn't have problems on anything flying today. Loaded aircraft generally don't operate at their maxi...
Jump to postEven in countries like Venezuela and Afghanistan the government is still capable of carrying out certain functions. In many countries (don't know about these two specifically) ATC services are provided by the military and the international airport may double as a military base of some sort (same is ...
Jump to postIAHFLYR wrote:As a retired TRACON controller I can tell you ATC does not know what the alternate airport is until the pilot tells us they need to divert and where. The alternate airport is filed in the flight plan submitted to the HOST computer, but that would be it.
The only thing I'll add is that while normally dispatch will include a planned route to your alternate in your flight paperwork, this is not included as part of the ATC flight plan; ATC knows what your alternate is but not how you want to get there. There is no guarantee or requirement that ATC will...
Jump to postHow would the issue of 1,000 hours of flying part 121 affect flying for a part 135 operation? I could see flying for the owner of certain aircraft part 91 would not count. The cumulative limits of Part 135 are less restrictive than Part 121 (1,200 or 1,400 hours per year vs 1,000), so even if you f...
Jump to postI'm not really interested in doing your fact finding for you. I'm not really interested in arguing your case for you. You're the one who made the assertion that everyone has been wrong about UA585 for the past 20 years, and now you're saying it's my job to prove you right? Prove me (and the NTSB) w...
Jump to postEvidence? The rudder issue was front and center after the UsAir accident - so that's where people focused their attention. The spindle issue wouldn't make itself known for a number of years. The CVR from the COS accident played out exactly like the MDW/HRL incidents. Flaps selected to 30 from 15, a...
Jump to postThe UA crash in COS was a flap spindle failure. Plain and simple. SWA had two identical events that somehow went uncorrelated. HRL and MDW. Both aircraft were on final approach and went from flaps 15 to flaps 30 (just like the COS accident). The flap spindle failed causing the entire flap assembly ...
Jump to postIn the U.S. it's almost impossible to freelance for a Part 121 airline; between training/regulatory requirements and unions pilots are nearly all full time. For Part 135 and corporate operators freelancing does indeed exist.
Jump to postCALTECH wrote:They happened 3.5 years apart, for one...
TheR0bot wrote:ArcticFlyer wrote:In my experience they end up in Alaska!
Any particular reason? Could you provide more details?
many airlines publish a maximum crosswind limits now. For many years airlines didn't have hard limits. The number in the book was only the maximum demonstrated. I've seen landings beyond max demonstrated many,, many times, with no issues. In my career I've seen some companies with hard limits, whil...
Jump to postI have experience with a few weight and balance systems at different companies over the years and each has its benefits and drawbacks. The best overall was at a company where we did it all through ACARS: We inputted the passenger and bag count and the machine told us if we were in balance or not and...
Jump to postParallel runways are more useful than intersecting or converging runways from a traffic management perspective. In ANC, for example, the usual configuration is that most departures (including all jets) use 33, arrivals generally use 7R and 7L is used for some prop departures and some arrivals parkin...
Jump to postThe original post asked why there was a much higher apparent level of public scrutiny surrounding the MAX crashes in the late 2010s, culminating in the temporary grounding of the fleet, while the 3 confirmed and multiple suspected accidents/incidents surrounding the earlier 737 variants' rudder malf...
Jump to postThere are no mountains around Edmonton but there's a 15,000' one to the west of YAK which also happens to have the largest concentration of snowmobile trails in PNW, and a serviceable ski resort nearby (White Pass). As an Alaskan I must kindly point out that YAK refers to Yakutat, Alaska. Yakima is...
Jump to postIt is difficult but certainly not impossible to have a Part 121 operation with 2-3 aircraft. There is unfortunately a lot of regulatory overhead involved (management personnel, dispatchers, safety management system, fatigue risk management system, BS this, BS that, etc) and barriers to entry are ver...
Jump to postTo be fair you asked about "insurmountable" costs associated with your proposal. I already mentioned the concern regarding unscheduled downtime when operating with one airplane which I think would be the largest stumbling block. I think operating Part 121 would be out of the question (too ...
Jump to postThe alternate flap system is designed to get the airplane on the ground in the event of a hydraulic failure. Typically we train to use flaps 15 when landing with alternate flaps because they take a long time to extend (and retract) - it takes nearly 40 seconds to retract the TE flaps from 40 to 15 i...
Jump to postThe biggest problem with one plane is that when it breaks you are left with no plane, and airplanes break all the time. Aside from that your overhead costs would depend somewhat on whether the airline was based in the U.S. or Canada. Under current U.S. rules you could operate under Part 135 on-deman...
Jump to postThis is nothing more than supply and demand. Airlines are reducing hiring minimums because they need to in order to hire enough pilots and this has been going on for well over 10 years. Before the ATP rules came into effect in 2014 regionals were hiring FOs with 500-800 hours total time and today th...
Jump to post* On the 'bus (and I assume Boeing also) there is an exception. Even with a derate, in case of windshear, we go TOGA, the logic being that getting out of the windshear trumps the very small risk of an engine failure at that exact moment. Besides, if we do get an engine failure right then, we can pu...
Jump to postI'm 99% sure the FAA doesn't let you fly both the 777 and 787 at the same time. The FAA's only say in what you fly is rating and currency. Under FAA rules the 777 and 787 are separate type ratings (unlike the 757 and 767, which are a single type rating) meaning a pilot wanting to be qualified in bo...
Jump to postDL_Mech wrote:The 737 classics and C-40 uses the combination pitot static probes. Most of the NGs/Max use separate pitot probes and static ports.
Memory items have to be to same for a common type rating to my understanding. Not true at least historically, can't speak to current certification requirements. There are small differences in the memory items between the 737-100/200, 737CL and 737NG (and presumably the MAX as well) but all have a c...
Jump to postOn the 737 the pitot-static tubes are used by the ADC (air data computer) but we also have separate static ports on the side of the fuselage for the alternate static system which drives the standby altimeter/ASI.
Jump to postAnd what about temperatures? Those should be significant for engine wear. Of course, if temperature is communicated to pilots to begin with... I've never flown a turbine aircraft that didn't have EGT gauges. Usually it's only a concern during takeoff but when I flew the Dash 8 the EGT would gradual...
Jump to postBoeingGuy wrote:On Boeing airplanes the THRUST LIM page doesn’t give the actual N1 or EPR or TPR limit. It just allows you select any limit.
That is a good way of putting it. Engines lose thrust with altitude due to lower mass flow in thinner air. Hence why cruise power is pretty near maximum. Near maximum by what metric? Certainly not by shaft power or fuel flow. Near maximum achievable at that altitude? From what I get from pilots her...
Jump to postBased on your definition of mainline vs. "regional":
Shortest mainline: ANC-ENA, Ravn Alaska Dash 8-100, 51 nm
Longest regional: SEA-SLC, Alaska/SkyWest E175, 598 nm
Based on a more typical connotation of "mainline":
Shortest mainline: HNL-OGG, Hawaiian B717, 87 nm
On all Boeing non-737 models climb derates are a fixed percentage of full climb there. There are two climb derate settings - CLB 1 and CLB 2. The precent derates are customer selectable, but they are usually 10% and 20%. The 737 is a bit different and I’m not as familiar with it. The 737 is pretty ...
Jump to postLongest domestic:
ANC-ORD, AS B738, 2473nm/4580km (I think this is the longest scheduled B738 flight in the world)
Shortest international:
YVR-SEA, QX DH8D (Q400), 110nm/204km
Just the interesting ones:
A320: PDX-SEA, AS, 112nm/207km
B717: HNL-OGG, HA, 87nm/161km
B763: LIH-HNL, HA, 88nm/163km
DH81: ANC-ENA, 7H, 51nm/94km
In the mid-2000s US had a nonstop PHL-ANC roundtrip. I think it was seasonal but it would be nice to have a nonstop flight between my former and current homes, even if only for part of the year.
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