Re: GF2 from LHR: diversion to Frankfurt

Deleted. I'm unfamiliar with posting on this forum, to be honest any. My attempt to attach my pictures and include them within this comment resulted only in dead links. You can't post pictures directly, but you can embed pictures that you've posted to an image service like IMGUR. https://imgur.com/

Re: How can i become a civil pilot - UK

Hello, I'm deeply interested in pursuing a career as a pilot and would greatly appreciate any guidance anyone could offer. - What are the initial steps you recommend for someone aspiring to become a pilot? - Are there specific educational paths or training programs that stand out? - I'm curious abo...

Re: Why do passenger bags remain at airport?

Bag handling is complicated and the numbers involved are staggering. Even a 0.001% error rate will lead to many bags going astray.

Re: Lufthansa winglet on Wizz Air A321

This also happens with radomes. They're prone to damage and you'll often see a mismatched one fitted.

Re: A350 gear stuck

Hard to tell from the angle but it looks like he's just in the middle of making a 180 degree turn. Nosewheels on most jets can steer 70-80 degrees either way. I agree. They're just making a tight turn. The maximum nosewheel angle on the A350 is 72 degrees, which looks pretty much perpendicular to t...

Re: With the state of flight deck automation, do pilots still haves Rules-of-Thumb?

Couple that I can think of that I use regularly: Wind correction is 60/TAS * crosswind component Target sink rate is GS * 5 on a 3-degree glide path Outbound holding correction on a 1-minute hold is 200/TAS seconds/kt for HW and 300/TAS seconds for TW (Garmin boxes are not very good at this) I've a...

Re: Jeppesen ILS approach chart query...

Every approach has some kind of final altitude where we do an altitude check. In most cases in the US it's the FAF. This approach doesn't have an actual FAF (that may not be common outside the US, not sure) but that GS altitude is in what would normally be the FAF box in the chart, and it's acting ...

Re: Jeppesen ILS approach chart query...

There is no "should" about intercepting the glideslope at 5900 feet. That only applies if you do the procedural (entire) approach. If you find a STAR chart leading into this approach, it will most likely link up with the DME9.1 point on the ILS chart (unless there is radar vectoring specif...

Re: Flight attendant jumpseat

In my jurisdiction, flight attendant jumpseats may only be used by safety-qualified staff, meaning pilots, cabin crew, and the smattering of other staff that are qualified. I'm guessing you sat in the second jump seat, with the chief flight attendant in the one closest to the door? There may be som ...

Re: With the state of flight deck automation, do pilots still haves Rules-of-Thumb?

"An optimistic plane". Brilliant. I'm stealing that since the A330 and A350 often exhibit the same behaviour. :D Another important rule for us is that it takes 1 mile to slow down 10 knots in level flight, and twice that with full speedbrake. You have that backwards ! Ha! I do indeed! I m...

Re: With the state of flight deck automation, do pilots still haves Rules-of-Thumb?

"An optimistic plane". Brilliant. I'm stealing that since the A330 and A350 often exhibit the same behaviour.

Another important rule for us is that it takes 1 mile to slow down 10 knots in level flight, and twice that with full speedbrake.

Re: BA history question

1) Round trip cater 2) Contract outstation catering 3) Open a kitchen at the outstation. Often a combination of at least the first two. And sector length is only one factor. Yes, round trip catering an 18hr flight is not really going to work. I guess for an airline like EK they may well have kitche...

Re: BA history question

N1120A wrote:

77west wrote:

Airlines that do keep catering in house like EK, how do they cater at outstations?

1) Round trip cater

2) Contract outstation catering

3) Open a kitchen at the outstation.

Re: With the state of flight deck automation, do pilots still haves Rules-of-Thumb?

As ArcticFlyer says, we absolutely have rules of thumb. The automation only gets you so far, especially with descent profile planning.

- Max engine out altitude.
- Descent profile.
- Ground speed versus v/s on approach.
- Fuel balance.

The list goes on.

Re: When planes lower their landing gear, why are they not allowed to turn freely?

I still don't think a motor to spin them is necessary. The airspeeds that airliners travel at even during final approach are still twice as high as the winds of powerful hurricanes. I am not sure how difficult airplane tires are to freely spin, but if you jack up your car and try to spin the non-dr...

Re: Ground crew during extremely hot weather

N1120A wrote:

Woodreau wrote:

Arabian Gulf

The where?

Re: Pros and cons of backtracking/not backtracking for takeoff (especially in Kathmandu)?

It isn't really about the extra fuel burn for taxi. That would be a rounding error in relation to trip fuel on the sector. Higher thrust on takeoff generally means lower fuel burn in total. The faster you get to altitude, the lower the burn. Engine wear is higher though. Again, though, we are probab...

Re: Ground crew during extremely hot weather

Just like in cold weather the rampers tend to cluster around the pack exhausts, in hot weather they stay in the shade as much as they can. As mentioned cover up, go indoors when you can, and stay hydrated. It is an anecdotal truism that in hot climates how locals will stay indoors or in the shade, p...

Re: A350 Engine / T/O Performance

Some evidence of an A350-1000 OEW well under 150t : https://www.youtube.com/watch?v=74PWedFV94s between 3:09 and 3:20 GW is 201.2t FOB is 13.5t ZFW is 187,7t There is 433 PAX onboard, so 433pax*95kg=41.1t OEW =187.7-41.1= 146.6t Amazing, only 4t heavier than a typical A359. :duck: :stirthepot: :rot...

Re: Can pilots(in North America) fly just bare minimum to stay current?

Is there an option to catch up on currency in the sim before it expires? Say you need one more landing to stay current as your third landing was 85 days ago and schedule isn't aligning? It's a big expense for the airline to get you in a sim to do this (fly you to and from the training base, schedul...

Re: Airport with runways at different height

Hello everyone, I am curious to know if there is an International Airport with multiple runways, which are at noticeable different altitude (in example, more than 200 ft difference between runways). I suppose not, because the higher runway would be a massive ground obstacle for aircraft using the l...

Re: A350 Engine / T/O Performance

mig17 wrote:

Some evidence of an A350-1000 OEW well under 150t : https://www.youtube.com/watch?v=74PWedFV94s between 3:09 and 3:20
GW is 201.2t
FOB is 13.5t
ZFW is 187,7t
There is 433 PAX onboard, so 433pax*95kg=41.1t

OEW=187.7-41.1=146.6t

Re: Looking at the PFD vs outside

In this video, you can see that the captain is looking at the primary flight display every one second or so, and look as the PFD more than he looks at the runway in general. I assume he is looking at the glide slope and localizer diamonds and making sure they are centered. Is this common practice e...

Re: Airport with runways at different height

Plenty of runways, and plenty of airports in general are far from level. It's really not a big deal. 200 feet is only a 2% gradient on a 10000ft runway. Most non-regional airports are significantly bigger than that in any given direction. You just have to adjust your thrust during taxi, anticipating...

Re: Looking at the PFD vs outside

I'll add that inertia is a big factor. If you change the throttle setting or move the yoke/stick on a light aircraft, the response is near instant. On a heavier jet, inputs can take several seconds to have an effect. If you try to fly fully visually, you simply don't absorb enough data to close the ...

Re: Looking at the PFD vs outside

We do indeed got back and forth between PFD and visual, even if we can clearly see the runway. In a larger aircraft, you can't get a really good feel by just using the visual. Speed especially is hard to gauge visually. This is very different from flying a light aircraft. You can't really fly by the...

Re: Knobs Falling Off Cockpit Panels

Just a perspective from the other side of the headset (on the ground) I like when I can hear the pilot chatter because our new wireless headsets are absolute trash and I can't tell when they will decide to quit working. Hearing the chatter lets me know during push that we still have a connection. R...

Re: Knobs Falling Off Cockpit Panels

Similar for us. We use headsets from pushback to 15000 feet, and from top of descent to parking. Switch in the INT position, meaning hot mic. We use the PTT button on the sidestick for the radios, with the sound in our headsets. It's pilot's choice at my airline but most will take the headsets off ...

Re: Short-haul flights at high altitudes

Hi: Recently, I asked about short flights and the effects on crew, flight ops, etc. Good information. Today I'm wondering about a common scenario: specifically this is a cargo B777 from LCK (Columbus OH) to ORD, usually less than an hour in the air. The aircraft sometimes climbs to FL300+ but is on...

Re: Knobs Falling Off Cockpit Panels

Correct. Almost everyone has an ANR headset these days,( I'm a big fan of my DC PROx), and we use the hot mike. There might be a couple of holdouts that still use a plantronics with an ear mold, and want to yell across the flight deck, but I've never flown with one. Nice, I always liked using the i...

Re: Can pilots(in North America) fly just bare minimum to stay current?

Most companies will not hire true part-time pilots due to CBA requirements and the simple fact that training costs the same no matter how much you work, however at some companies it is possible to fly very little. My current employer has for years been unable to determine what an appropriate level ...

Re: Knobs Falling Off Cockpit Panels

Correct. Almost everyone has an ANR headset these days,( I'm a big fan of my DC PROx), and we use the hot mike. There might be a couple of holdouts that still use a plantronics with an ear mold, and want to yell across the flight deck, but I've never flown with one. Similar for us. We use headsets ...

Re: Knobs Falling Off Cockpit Panels

Although it's frowned upon, I've "heard" the old wooden stir sticks from Starbucks would accomplish the same task. Thankfully, my operator has upgraded all our audio panels to the newer type, with the latching ICS/PTT switch. Curious, does this mean you use the intercom to communicate wit...

Re: Pilot replacement question

Typical long-haul rests for us start at just over 24 hours, meaning we take the return flight home on the next day. You arrive on day one, the previous day's inbound crew flies "your" aircraft home, and the next day an new crew flies in and you take "their" aircraft home. This wo...

Re: Knobs Falling Off Cockpit Panels

I've seen this happen with the start knob in the 737 several times. I believe the 737 famously needs a set of rubber bands to hold the intercom switch in place, which is why you'll typically find a spare few somewhere on the instrument panel. https://preview.redd.it/yes-of-course-it-has-intercom-v0...

Re: Turboprops with an APU

I don’t think there’s many C130 A400 The Brasilia had one and I think the Saab 2000, do any Dash 8 or ATR versions have one ? Not civilian, but it's so quirky that I'm including it. The C-2 Greyhound hilariously had an APU that provided pneumatics only, but with no internal plumbing, and no cross-b...

Re: Does ETOPS qual consider more than engine failure?

As Flow2706 says, fire suppression is key, not engines. The idea that an engine might suddenly fail 180, 207, or 240 minutes after the other one fails doesn't make much sense if you consider that they run for much longer without issues all the time in normal operation. For practical purposes, an eng...

Re: Knobs Falling Off Cockpit Panels

I can, as ever, only speak for my operator, but knobs being loose is quite rare. That being said, things do happen. Once, I was closing the lav door and slid the latch. Something felt off and I heard a "CLACK!" as if something metallic hit the counter. Then I saw the latch knob was missing...

Re: A350 Engine / T/O Performance

It is practically impossible to gauge performance as a passenger since almost every takeoff is done with reduced thrust. EWR to CPH is nowhere near to pushing the envelope of the -900. The A350 engines do spool up very fast from when you set your up he initial level where you stabilise, to take off ...

Re: Emirates flight numbers

To avoid callsign confusion in busy UAE/GCC airspace the flight number, perhaps used as callsign before, is changed for some flights to avoid what is known as ‘callsign confusion’. Flights amongst GCC carriers but especially UAE ones are identified that could pose a ‘callsign confusion’ risk to oth...

Re: Flight turbulence increasing as planet warms up

LaunchDetected wrote:

Interesting read. I never realized that Japan and US North-East were the most turbulences-prone areas.

Re: 777 Cargo Door Warning

It was really annoying because it kept clearing and coming back. DING! DING! DINGDING! Aaaah! Eventually, the warning stayed up for long enough to emergency cancel, which stopped the constant DINGing. Is that DING! DING! DING! DING! the Master Caution warning? How loud is it? It is indeed the maste...

Re: Pilot monitoring during handflying vs autopilot

Worked at a shop that had PM do all FMS work below 10,000, regardless of AP. I got the logic, but it got to be a handful when blasting around the east coast on climb/descent, especially when going into LGA and they keep you low. The recommendation at my operator is to avoid any FM inputs below 1000...

Re: 777 Cargo Door Warning

As others have said, most likely sensor fault. I've had the avionics door warning come up intermittently on descent. For sure no one moved the handle in flight. It was really annoying because it kept clearing and coming back. DING! DING! DINGDING! Aaaah! Eventually, the warning stayed up for long en...

Re: Crossing South Atlantic in a PC24?

Excellent book, still have it on the shelf with Gann, D.P. Davies, etc. Her other point is, with twins your fuel consumption doubles while your ability to add extra fuel doesn’t making it hard to obtain similar range and reserves. All the added fuel in a twin means, much above normal gross weight, ...

Re: Runway ops at BOS

As I understand it, on Boeing, if you push pull forward without pressing the TOGA button again, and then let go, the thrust levers will come back to the programmed setting. Partially true. At least on the 737, the autothrottle will maintain the thrust levers in the commanded position (and return th...

Re: Runway ops at BOS

Learned something new today. Didnt know that double clicking the TOGA buttons on B gave you full thrust. I was under the impression that on B, you advance the throttles halfwayish, let the engines stabilize, then click the TOGA button and it automatically advances the throttles to the programmed th...

Re: Pilot monitoring during handflying vs autopilot

But I thought perhaps that pilot flying wouldn't be allowed to let go of the controls during manual flight, since on most videos it seems like even during autopilot the controls are guarded below a certain altitude. That’s the idea behind the PF calling for the FD mode selections when not on autopi...

Re: Crossing South Atlantic in a PC24?

is it considered safe to cross open ocean in a PC24? Vila de Redmios to Sierra Leone is about 1500nm. PC24 has a 2000nm+ range with two pilots and 4pax. Not sure what Part # it would be but it would be a private family simply crossing the South Atlantic in their own personal plane. I know ETOPS for...

Re: Runway ops at BOS

From everything ive read on the modern Airbii, TOGA on an airbus is the furthest forward notch on the thrust levers, it throws out any kind of assumed temperature reduction and gives you all the thrust the engines got, whether its full rated thrust or fixed derate set by the engine software TOGA is...