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The great big "ask an airline pilot" thread!
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I'm no pilot but I think its so in the event of an emergency during those parts of the flight and its dark outside, your eyes won't need to adjust once you try leave the plane into the night time. It makes for a speedier exit
And people turn on their reading lights then which make absolutely no sense what so ever to me!
Defeats the whole process!0 -
And people turn on their reading lights then which make absolutely no sense what so ever to me!
Defeats the whole process!
If the cabin lights are on and there is smoke it can be very hard to see where you are or where the exit is. ( think of having your headlights on in fog while driving). Turning them off makes the emergency floor lighting easier to see and follow to the nearest exit.0 -
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Here's the relevant section from Jar ops (available on the IAA website)
http://www.jaa.nl/publications/jars/606984.pdf(a) An applicant for or holder of a Class 1 medical certificate shall have no established medical history or clinical diagnosis of any neurological condition which is likely to interfere with the safe exercise of the privileges of the applicable licence(s).
(b) Particular attention shall be paid to the following (see Appendix 11 to Subpart
:
(1) Progressive disease of the nervous system,
(2) Epilepsy and other causes of disturbance of consciousness,
(3) Conditions with a high propensity for cerebral dysfunction,
(4) Head injury,
(5) Spinal or peripheral nerve injury.
(c) Electroencephalography is required [ ] when indicated by the applicant’s history or on clinical grounds [(see Appendix 11 to Subpart].
[Amdt.2, 01.06.02; Amdt.5, 01.12.06]
Appendix 11 to Subparts B and C Neurological requirements (See JAR–FCL 3.210 and 3.330)
1 Any stationary or progressive disease of the nervous system which has caused or is likely to cause a significant disability is disqualifying. However, [in case of minor functional losses, associated with stationary disease] the AMS may consider [a fit assessment] [ ]after full evaluation.
2 [ ][A history of one or more episodes of disturbance of consciousness of uncertain cause is disqualifying. In case of a single episode of such disturbance of consciousness, which can be satisfactorily explained, a fit assessment may be considered by the AMS, but a recurrence is normally disqualifying.]
3 Epileptiform paroxysmal EEG abnormalities and focal slow waves normally are disqualifying. Further evaluation shall be carried out by the AMS.
4 [ ][A diagnosis of epilepsy is disqualifying, unless there is unequivocal evidence of a syndrome of benign childhood epilepsy associated with a very low risk of recurrence, and unless the applicant has been free of recurrence and off treatment for more than 10 years. One or more convulsive episodes after the age of 5 are disqualifying. However, in case of an acute symptomatic seizure, which is considered to have a very low risk of recurrence by a consultant neurologist acceptable to the AMS, a fit assessment may be considered by the AMS.]
5 An applicant having had a single afebrile epileptiform seizure which has not recurred after at least 10 years while off treatment, and where there is no evidence of continuing predisposition to epilepsy, may be [ ][assessed as fit] if the risk of a further seizure is considered [ ][to be within] the limits acceptable to the AMS. For [a] Class 1 [ ][fit assessment a multi-pilot (Class 1 ‘OML’)] limitation shall be applied.
6 Any head injury which has been severe enough to cause loss of consciousness or is associated with penetrating brain injury must be assessed by the AMS and be seen by a consultant neurologist acceptable to the AMS. There must be a full recovery and a low risk ([ ][within] the limits acceptable to the AMS) of epilepsy before [ ][a fit assessment] is possible.
7 [ ][Assessment] of applicants with a history of spinal or peripheral nerve injury shall be undertaken in conjunction with the musculo-skeletal requirements, Appendices and Manual Chapter.
8 The assessment of malignant conditions in this system is also explained in the Oncology Chapter of the Manual which provides information regarding [ ][assessment] and should be consulted together with the Chapter specific to this system. All intracerebral malignant tumours are disqualifying.
[Amdt. 2, 01.06.02; Amdt.5, 01.12.06]
First of all, I'm assuming you were diagnosed with epilepsy as a complication of whooping cough (pertussis), and it wasn't just febrile convulsions which are fairly common in kids with viral illnesses and high temperatures.
Secondly, you were off meds and fit free since you were 5 years old.
Ok, so while a diagnosis of epilepsy is normally disqualifying, it certainly could be argued that you fall into the 'low risk of recurrence' category. You also have been seizure free for the required 10 years, and have not had a fit since before age 5 years (unlike Leftbase's cousin). So I definitely think you have a chance of getting a class 1.
Before you spend a penny on any training you need to talk to the good people at the IAA - Dr Tom Gaffney will steer you in the right direction. Drop him an email and ask him to recommend an IAA approved neurologist to get an assessment - it will be Dr Gaffney who decides weather you get your medical based on what the approved neurologist says.
Good Luck
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I have had the pleasure of flying multiple aircraft full flight simulators over the years, on an aircraft like the A380, it has an automatic rudder response to an engine failure that makes the failure extremely benign, on the B777 it has a TAC system that works in a similar fashion but I don't know if its as effective as the A380. On the older B747's, an outboard engine failure would keep you awake, but you have to remember that crews are trained to deal with this and get to revalidate their training twice a year.
Slamming on the brakes is an excellent idea provided that you have an unlimited amount of runway ahead of you, but what happens if the runway ends facing the water, like New York JFK, or Hong Kong, if you don't stop in time you are going to make the situation a lot worse than if you continued into the air.
Two days ago, had passing traffic come a little bit too close to us, his wake turbulence kicked us right over, the autopiiot disengaged and we were about 45 degrees on our side, not sure what was more violent, that event or my recovery But i have to admit that was in a full flight simulator doing annual training. In real life, I have never had a near miss, TG.
Today i get to practice, hot and high performance, emergency descents, and controlled flight into terrain, somehow i think that i would prefer it this was called, controlled flight NOT INTO terrain
smurfjed0 -
I have had the pleasure of flying multiple aircraft full flight simulators over the years, on an aircraft like the A380, it has an automatic rudder response to an engine failure that makes the failure extremely benign, on the B777 it has a TAC system that works in a similar fashion but I don't know if its as effective as the A380. On the older B747's, an outboard engine failure would keep you awake, but you have to remember that crews are trained to deal with this and get to revalidate their training twice a year.
Slamming on the brakes is an excellent idea provided that you have an unlimited amount of runway ahead of you, but what happens if the runway ends facing the water, like New York JFK, or Hong Kong, if you don't stop in time you are going to make the situation a lot worse than if you continued into the air.
Two days ago, had passing traffic come a little bit too close to us, his wake turbulence kicked us right over, the autopiiot disengaged and we were about 45 degrees on our side, not sure what was more violent, that event or my recovery But i have to admit that was in a full flight simulator doing annual training. In real life, I have never had a near miss, TG.
Today i get to practice, hot and high performance, emergency descents, and controlled flight into terrain, somehow i think that i would prefer it this was called, controlled flight NOT INTO terrain
smurfjed
And on an A320 or 737 if an engine goes are goosed?
Yea agree if the runway ends at water but I would rather take my chances in the sea then getting 2000 ft in the air nod crashing down!!
Cheers for the reply0 -
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