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The great big "ask an airline pilot" thread!

1616264666770

Comments

  • Registered Users, Registered Users 2 Posts: 10,359 ✭✭✭✭smurfjed


    Probably more dependent on the aircrafts capabilities, followed by the airline convincing their authorities that their training is sufficient.


  • Registered Users, Registered Users 2 Posts: 8,425 ✭✭✭ceadaoin.


    I read something a while ago saying that climate change is resulting in more incidences of unexpected clear air turbulence which is impossible to predict. Have any pilots noticed that this is the case? It's the thought of turbulence that makes me very anxious, especially severe, which thankfully I've never experienced!


  • Closed Accounts Posts: 821 ✭✭✭eatmyshorts


    ceadaoin. wrote: »
    I read something a while ago saying that climate change is resulting in more incidences of unexpected clear air turbulence which is impossible to predict. Have any pilots noticed that this is the case? It's the thought of turbulence that makes me very anxious, especially severe, which thankfully I've never experienced!

    Scaremongering rubbish. Turbulence has always been present, and will always continue to be.
    Clear air turbulence, although not able to be detected by radar, is predictable. Forecasting these days is pretty accurate and when combined with experience and knowledge, it's easy to know where it'll be.
    Of course there's always going to turbulence that no one has predicted, but that's a fact of flying through a mass of constantly moving energy packed air.

    In the last 3 years I've only had one episode of severe turbulence, a few weeks ago on the North Atlantic, caused by wind shift and a severe mountain wave in the lee of Greenland. Again, it was forecast, predicted and previously reported by other aircraft. We tried to avoid it by ducking under it, but to no avail. Cue 3 minutes of roller coasting as we surfed the wave!


  • Moderators, Motoring & Transport Moderators Posts: 9,979 Mod ✭✭✭✭Tenger


    Scaremongering rubbish...........................

    In the last 3 years I've only had one episode of severe turbulence, a few weeks ago on the North Atlantic, ....We tried to avoid it by ducking under it, but to no avail. Cue 3 minutes of roller coasting as we surfed the wave!
    I hope no wine was spilt.....that can be quite upsetting. (or indeed any loss of warm beverages for the operating crew)


  • Moderators, Society & Culture Moderators Posts: 4,208 Mod ✭✭✭✭Locker10a


    Tenger wrote: »
    I hope no wine was spilt.....that can be quite upsetting. (or indeed any loss of warm beverages for the operating crew)

    Ive just done my recurrent and we discussed a scenario in which a crew member hit the ceiling on decent and broke her hip, was temporally paralysed and had to land lying in agony in the aisle, It can get very nasty at times!


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  • Registered Users, Registered Users 2 Posts: 1,980 ✭✭✭Growler!!!


    Locker10a wrote: »
    Ive just done my recurrent and we discussed a scenario in which a crew member hit the ceiling on decent and broke her hip, was temporally paralysed and had to land lying in agony in the aisle, It can get very nasty at times!

    Was that the EI flight where they levelled off quickly and caused negative g in the aft galley?

    http://avherald.com/h?article=455911f9&opt=0


  • Registered Users, Registered Users 2 Posts: 1,357 ✭✭✭Negative_G


    Growler!!! wrote: »
    Was that the EI flight where they levelled off quickly and caused negative g in the aft galley?

    http://avherald.com/h?article=455911f9&opt=0

    Its hard to imagine that enough negative G could be generated in a descending level off to break an ankle. From +1.7 to +0.8, not sure where the G meters are on that aircraft but I would assume the forces were amplified near the rear bulkhead.

    Interesting read all the same.


  • Registered Users, Registered Users 2 Posts: 1,980 ✭✭✭Growler!!!


    I'd say it was to do with the rate of change perhaps. Worth thinking about on something even longer like an A340!


  • Registered Users, Registered Users 2 Posts: 2,506 ✭✭✭Jack1985


    Growler!!! wrote: »
    Was that the EI flight where they levelled off quickly and caused negative g in the aft galley?

    http://avherald.com/h?article=455911f9&opt=0

    Don't believe Locker10a is in EI, but the scenario above is used quite a bit I can confirm. ;)


  • Moderators, Society & Culture Moderators Posts: 4,208 Mod ✭✭✭✭Locker10a


    The incident we studied in recurrent is this one
    http://avherald.com/h?article=479b8497

    What it doesn't mention in the article is that when the crew member with the broken hip was being rushed to hospital after landing in Rome, the ambulance in which she was travelling in was involved in a road accident! I know! Its like a lost script from father ted!! :P Luckily she has made a full recovery!


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  • Registered Users, Registered Users 2 Posts: 703 ✭✭✭Cessna_Pilot


    Locker10a wrote: »
    The incident we studied in recurrent is this one
    http://avherald.com/h?article=479b8497

    What it doesn't mention in the article is that when the crew member with the broken hip was being rushed to hospital after landing in Rome, the ambulance in which she was travelling in was involved in a road accident! I know! Its like a lost script from father ted!! :P Luckily she has made a full recovery!

    Having spent some time in that neck of the woods over the years, nothing would surprised me on the roads around Rome...:rolleyes:


  • Registered Users, Registered Users 2 Posts: 1,980 ✭✭✭Growler!!!


    Jack1985 wrote: »
    Don't believe Locker10a is in EI, but the scenario above is used quite a bit I can confirm. ;)

    Either am I, it was an example from our SEP course that's why I remember it;)


  • Registered Users, Registered Users 2 Posts: 2,506 ✭✭✭Jack1985


    Growler!!! wrote: »
    Either am I, it was an example from our SEP course that's why I remember it;)

    Major focus well last Summer anyway was the JetBlue incident at Long Beach. Engine failure after takeoff, smoke in cabin, oxy deployed as a result of smoke in the cabin (although not a SOP), improper communication (Capt using a code-word over the PA to CC) all leading to an un-commanded evac and of course injuries.

    Seems to have eclipsed the improper control input a few years back!


  • Moderators, Motoring & Transport Moderators Posts: 9,979 Mod ✭✭✭✭Tenger


    Locker10a wrote: »
    Ive just done my recurrent and we discussed a scenario in which a crew member hit the ceiling on decent and broke her hip, was temporally paralysed and had to land lying in agony in the aisle, It can get very nasty at times!
    That's pretty sobering. Poor lady.

    I have experienced negative G myself of a short hop to the UK. Aircraft descended VERY rapidly. I was just walking back to my seat when I suddenly found myself in the air at the back of an A321. I was looking up the cabin and could see all the books and drinks floating up too. Luckily I grabbed the headrest so my face stopped level about 6 inches from the ceiling.
    It was very short, maybe 1-2 seconds, doubt I would have had more than a sore head if I had of hit.
    What I loved most was that a little boy of approx 10-11 yrs old was onboard as his first flight......he loved it, thought it was part of the experience!!!


  • Registered Users, Registered Users 2 Posts: 10,359 ✭✭✭✭smurfjed


    I laughed when i read this.....
    It looks like the 1,500 hours of flying planes doesn't just get you a pilot licence, it also gets you more right-swipes on Tinder.
    Tinder just released the 15 most right-swiped jobs in the US and found male pilots and female physical therapists were at the top of the list.

    America here I come :)


  • Moderators, Motoring & Transport Moderators Posts: 9,979 Mod ✭✭✭✭Tenger


    smurfjed wrote: »
    I laughed when i read this.....

    So male pilots and female physical therapists......shows the mindset of the average tinder user!!


  • Closed Accounts Posts: 1,271 ✭✭✭Elemonator


    Always been interested in becoming a pilot. This question has probably already been asked but (its 212 pages), what is the cheapest way of training save cadetships?


  • Registered Users, Registered Users 2 Posts: 1,778 ✭✭✭Bsal


    Elemonator wrote: »
    Always been interested in becoming a pilot. This question has probably already been asked but (its 212 pages), what is the cheapest way of training save cadetships?

    Cheapest way is the modular route but savings depend on how fast you learn the stuff.


  • Registered Users Posts: 71 ✭✭protog777


    What is the best way to pay for flight training? Save over 10-15 years or get a loan?if you get a loan and are looking for a job after the training how do you pay it back? Thanks protog777


  • Registered Users Posts: 96 ✭✭rudders


    protog777 wrote: »
    What is the best way to pay for flight training? Save over 10-15 years or get a loan?if you get a loan and are looking for a job after the training how do you pay it back? Thanks protog777

    In this situation myself, almost finished my degree in finance and have been continously saving throughout college. My idea is to self fund half and borrow the other half (providing you can get such a large loan) ideally from the credit union. Modular would be the most ideal choice as you can then work while flying.


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  • Closed Accounts Posts: 81 ✭✭azure


    Can anyone point me in the right direction regarding a 100,000 loan for flight training?


  • Registered Users, Registered Users 2 Posts: 703 ✭✭✭Cessna_Pilot


    azure wrote: »
    Can anyone point me in the right direction regarding a 100,000 loan for flight training?

    Bank?


  • Closed Accounts Posts: 81 ✭✭azure


    Bank?
    Yes... But I was looking for specific info eg; which bank and if these loans are hard to get.


  • Registered Users, Registered Users 2 Posts: 581 ✭✭✭pepe the prawn


    azure wrote: »
    Yes... But I was looking for specific info eg; which bank and if these loans are hard to get.

    It's all dependant on your own circumstances. Best bet is to try your own bank and tell them your situation and take it from there. Try the credit union too.

    Failing that, work your ass off for a few years, save save save, and then do your training in one continuous streak. That's how I'm doing it.


  • Registered Users, Registered Users 2 Posts: 1,729 ✭✭✭martinsvi


    azure wrote: »
    Yes... But I was looking for specific info eg; which bank and if these loans are hard to get.

    No bank will give you 100k unless you're willing to secure it with a mortgage against a property. I would strongly advise against taking any loans whatsoever and keep your costs down. Aviation requires a bucket full of patience and hard work. Get a degree, get a reasonably well paid job and combine training with work.

    People look at the costs and assume that this is a once off payment that you have to pay today and you get your licence in the post the tomorrow.. that's not how it works - you start off with a PPL, it will take you some 6 months (depending on your work flexibility and million other factors) and will cost you some 10k.. so roughly you will need some 1700 eur a month to cover this. Don't have the money? No problem, just stretch your training to a level at which you can afford it. Once you have the PPL, you need to do 3 things - ATPL theory (3k), Night Rating (1k) and hour building (after PPL you will need about 100h).

    How you do your hour building is up to you - some people go to Florida, others rent in their local clubs.. It looks like very few people are considering this but - you can buy a Piper Colt or similar for around 10k, get those 100h out of it and sell it for the very same 10k. So realistically your hour building can cost you anywhere between 5k if you're smart to 25k if you have rich parents.. all 3 things will take you about 1.5 to 2 years to complete. Surely you don't need a loan to cover some 500 eur a month expenses on training?

    Now once you have all the bits done, it's some 2 to 2.5 years since you started, hopefully at this point your day job is doing well and you have gotten a raise and I hope you have been saving too, because the remaining bit is to get your CPL/ME/IR done which typically costs around 30k + extra few k for your MMC/JOC.. again multiple options are available - obviously it's best to take time off work and do it in 2 months or so, but you can stretch it to a certain extent.. This is the bit where you can take a SMALL loan if you feel it will help you get things done quicker and help you save on commute costs or other expenses.

    so all and all you don't need a 100k mortgage with ridiculous monthly repayments and APRs, you can get a it done for just around 45-50k. The simple fact is many guys who spend 100k+ on their training often simply cant afford to kick off their careers - their only option is to hope that a big shiny jet legacy airline will offer them a position - they can't afford to work for a smaller/regional operator simply because the salary won't cover the monthly repayment. Don't make the same mistake and don't join the army of unemployables


  • Registered Users, Registered Users 2 Posts: 18,296 ✭✭✭✭JCX BXC


    Is there many vacancies for pilots? I assume the bigger airlines such as BA and EI are sought after jobs, but for the likes of FR and STK, is it hard to get a job if your trained?


  • Registered Users, Registered Users 2 Posts: 1,729 ✭✭✭martinsvi


    Carnacalla wrote: »
    Is there many vacancies for pilots? I assume the bigger airlines such as BA and EI are sought after jobs, but for the likes of FR and STK, is it hard to get a job if your trained?

    FR announced they will need 600ish pilots in next 2 years - look at plane orders and it will tell you how the recruitment drive is going. FR/STK/BA - pretty good. EI - not so much

    Easy Jet is another sought after company with orders in well over hundred.. those seats need filling.. however - and this is important - only FR and to some extent STK will offer a job to a 200h pilot with 0 hours on type unless you're coming from their cadet scheme. For everyone else you typically need about 1500h + some 500h on type before they will even look at you. To fulfill these requirements you will need to work a couple of years in airlines/places that will probably not be on your bucket list for a salary that will barely keep you alive. This is why it is so important not to get into debts


  • Registered Users, Registered Users 2 Posts: 581 ✭✭✭pepe the prawn


    martinsvi wrote: »
    FR announced they will need 600ish pilots in next 2 years - look at plane orders and it will tell you how the recruitment drive is going. FR/STK/BA - pretty good. EI - not so much

    Easy Jet is another sought after company with orders in well over hundred.. those seats need filling.. however - and this is important - only FR and to some extent STK will offer a job to a 200h pilot with 0 hours on type unless you're coming from their cadet scheme. For everyone else you typically need about 1500h + some 500h on type before they will even look at you. To fulfill these requirements you will need to work a couple of years in airlines/places that will probably not be on your bucket list for a salary that will barely keep you alive. This is why it is so important not to get into debts

    EI do take 200-250hr pilots from outside of their own cadet pool. It's not common and not publicised, but it is happening. And there are jobs across Europe and down into North Africa if pilots are willing to relocate.

    With regard to salaries that will barely keep you alive, I don't think that's a fair comment. This isn't 2011 and the industry (or at least the bulk of it) is beginning to recognise and address the demand vs supply anomaly by offering preferred bases, better salaries and better conditions.

    But I would agree that it is important to not get into debt to complete training if possible.


  • Registered Users, Registered Users 2 Posts: 1,729 ✭✭✭martinsvi


    With regard to salaries that will barely keep you alive, I don't think that's a fair comment. This isn't 2011 and the industry (or at least the bulk of it) is beginning to recognise and address the demand vs supply anomaly by offering preferred bases, better salaries and better conditions.


    good news if true, yet looking at offers that are out there for a 0 hour pilots it looks like one can be considered lucky to get on a position with some 20k-ish starting salary which is then subject to your 30k type-rating bond


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  • Registered Users, Registered Users 2 Posts: 581 ✭✭✭pepe the prawn


    martinsvi wrote: »
    good news if true, yet looking at offers that are out there for a 0 hour pilots it looks like one can be considered lucky to get on a position with some 20k-ish starting salary which is then subject to your 30k type-rating bond

    News along the pipeline is that in order to address the exodus of pilots venturing to the Middle East, airlines who previously made pilots pay for their type ratings are now considering foregoing the type rating cost and instead bond the pilot to the airline for a fixed number of years.


  • Registered Users Posts: 71 ✭✭protog777


    Does it make any difference to your job opportunities if you do integrated or modular training to be a pilot? If not why doesn't everybody do modular because it's cheaper and you can complete it at your own pace?


  • Registered Users, Registered Users 2 Posts: 1,729 ✭✭✭martinsvi


    protog777 wrote: »
    Does it make any difference to your job opportunities if you do integrated or modular training to be a pilot? If not why doesn't everybody do modular because it's cheaper and you can complete it at your own pace?

    there are a few schools out there that cooperate with airlines through their integrated programmes, such as CTC, Oxford and FTE Jerez. No one guarantees you a job, but after completing your training you are in their pool and are in a better position to be noticed. Then there are schools who are trying to jump the band wagon offering integrated route without any real connections. At the end of the day people end up with the same licence, it's really about the individual willing to pay more to place a brand on their CV..

    Sometimes it may help, but I personally think it comes down to timing and the state of the industry - at the moment you'd be a fool to waste money on an expensive integrated course as both - modular and integrated cadets are getting jobs.. all it takes is for economy to turn, oil price to go up or whatever, and your integrated CTC mr richparents might be the only one with a chance, and even then you find lots of them who had a terrible timing and came out of the training in the middle of recession now working office jobs just to get out of debt


  • Registered Users, Registered Users 2 Posts: 581 ✭✭✭pepe the prawn


    protog777 wrote: »
    Does it make any difference to your job opportunities if you do integrated or modular training to be a pilot? If not why doesn't everybody do modular because it's cheaper and you can complete it at your own pace?

    Have a look on YouTube at Mentour Pilot's channel, he's a training captain with Ryanair and offers great insight into the industry and what is expected of pilots, both new and seasoned. Some great info to be gained from watching his videos.


  • Registered Users, Registered Users 2 Posts: 581 ✭✭✭pepe the prawn


    It's my understanding that most airlines operate a system whereby one pilot will fly for example ORK to LHR and the other pilot fly the return journey. My question is, if the FO is flying a leg and the weather at the destination airport is tricky, is there a point where the captain takes over or is it a case that once the FO is pilot flying then the ship is his/hers to land?


  • Registered Users, Registered Users 2 Posts: 3,006 ✭✭✭Pat Dunne


    It's my understanding that most airlines operate a system whereby one pilot will fly for example ORK to LHR and the other pilot fly the return journey. My question is, if the FO is flying a leg and the weather at the destination airport is tricky, is there a point where the captain takes over or is it a case that once the FO is pilot flying then the ship is his/hers to land?

    The Captain is the senior pilot and is in command of the aircraft at all times.


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  • Registered Users, Registered Users 2 Posts: 1,980 ✭✭✭Growler!!!


    It's my understanding that most airlines operate a system whereby one pilot will fly for example ORK to LHR and the other pilot fly the return journey. My question is, if the FO is flying a leg and the weather at the destination airport is tricky, is there a point where the captain takes over or is it a case that once the FO is pilot flying then the ship is his/hers to land?

    The captain will normally pick which sectors are flown at the planning briefing before the first flight. When I first became a captain I kept picking the most challenging landings for myself. Subsequently from talking with other captains in my base I found that the F/Os thought I didn't trust them to do the more difficult ones. Now I ask which sectors they'd like to do as the F/Os also need to develop in challenging conditions. There has to be an element of trust on my part in their abilities - this comes with experience.

    There are times however when the weather unexpectedly changes and company SOPs dictate that the captain takes over on the F/Os sector. For example if fog rolls in (CAT2) or wind or vis goes outside limits (new S/O restrictions).

    However I'll still veto the short landings. Get off at taxiway A on 06 in SNN, taxiway T on 33 in BHX and taxiway B on 25 in ORK:D


  • Registered Users, Registered Users 2 Posts: 758 ✭✭✭Lustrum


    We have limits where we do a monitored approach, whereby the f/o will be flying the aircraft down to minimums, and depending on if the captains has contact with the runway or not, he/she either takes control and lands, and calls go around which is flown by the f/o. This can happen on either pilots sector, so the f/o could fly all the way from the start, or else the captain could do the departure and at some point before the approach there will be a change of control. The logic behind it is that particularly when the weather is marginal, el capitano is free to be keeping a look out for visual reference rather than head in monitoring the instruments


  • Registered Users, Registered Users 2 Posts: 10,359 ✭✭✭✭smurfjed


    I thought that procedure was only done by BA.


  • Registered Users, Registered Users 2 Posts: 758 ✭✭✭Lustrum


    smurfjed wrote: »
    I thought that procedure was only done by BA.

    I'm afraid I'm not in BA so theres at least 2 airlines doing it then!!


  • Registered Users, Registered Users 2 Posts: 1,351 ✭✭✭basill


    I'm afraid I'm not in BA so theres at least 2 airlines doing it then!!

    Poor b*stard:)


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  • Moderators, Motoring & Transport Moderators Posts: 6,522 Mod ✭✭✭✭Irish Steve


    A very long time ago, a friend who worked for the airline in training sent me the following snippet that was in circulation at the time.

    It has subsequently been posted on a number of web sites. I can't be absolutely sure about the provenance, but if for sure makes for a laugh trying to understand it!
    "There appears to be some confusion over the new pilot role titles. This
    notice will hopefully clear up any misunderstandings.

    The titles P1, P2 and Co-Pilot will now cease to have any meaning, within
    the BA operations manuals. They are to be replaced by Handling Pilot,
    Non-handling Pilot, Handling Landing Pilot, Non-Handling Landing Pilot,
    Handling Non-Landing Pilot, and Non Handling Non-Landing Pilot.

    The Landing Pilot, is initially the Handling Pilot and will handle the
    take-off and landing except in role reversal when he is the Non-Handling
    Pilot for taxi Until the Handling Non-Landing Pilot, hands the Handling to
    the Landing Pilot at eighty knots.

    The Non-Landing (Non-Handling, since the Landing Pilot is Handling) Pilot
    reads the checklist to the Handling Pilot until after the Before Descent
    Checklist completion, when the Handling Landing Pilot hands the handling to
    the Non-Handling Non-Landing Pilot who then becomes the Handling
    Non-Landing Pilot.

    The Landing Pilot is the Non-Handling Pilot until the "decision altitude"
    call, when the Handling Non-Landing Pilot hands the handling to the
    Non-Handling Landing Pilot, unless the latter calls "go-around", in which
    case the Handling Non-Landing Pilot, continues Handling and the
    Non-Handling Landing Pilot continues non-handling until the next call of
    "land" or "go-around", as appropriate.

    In view of the recent confusion over these rules, it was deemed necessary
    to restate them clearly."

    Shore, if it was easy, everybody would be doin it.😁



  • Registered Users, Registered Users 2 Posts: 10,359 ✭✭✭✭smurfjed


    http://www.thedailybeast.com/articles/2016/03/24/andreas-lubitz-and-the-global-pilot-scam-threatening-your-safety.html

    Keeping this away from the FlyDubai thread.

    Comments such as “The race to the bottom needs to be regulated by the European Union before passengers get killed. People are committing suicide because of this outrageous way they are being treated.” are quite shocking when you consider that 10 years ago this was an extremely desirable job.


  • Registered Users, Registered Users 2 Posts: 1,351 ✭✭✭basill


    Paying for type ratings was the start, then it was line training, then buying thousands of line hours on jets. Now we have zero hour contracts......People never learn.


  • Registered Users, Registered Users 2 Posts: 10,359 ✭✭✭✭smurfjed


    Interesting selection criteria ....
    Please review the following list of disqualifying offenses and certify that you have not, during the past 10 years, been convicted or found not guilty by reason of insanity of any of the following disqualifying offenses. A conviction includes any finding of guilt, plea of guilty, plea of nolo contendre or plea of no contest:

    1. Forgery of certificates, false marking of aircraft, and other aircraft registration violation;
    2. Interference with air navigation;
    3. Improper transportation of a hazardous material;
    4. Aircraft piracy;
    5. Interference with flight crew members or flight attendants;
    6. Commission of certain crimes aboard aircraft in flight;
    7. Carrying a weapon or explosive aboard aircraft;
    8. Conveying false information and threats;
    9. Aircraft piracy outside the special aircraft jurisdiction of the United States
    10. Lighting violations involving transporting controlled substances;
    11. Unlawful entry into an aircraft or airport area that serves air carriers or foreign air carriers contrary to established security requirements;
    12. Destruction of an aircraft or aircraft facility;
    13. Murder;
    14. Assault with intent to murder;
    15. Espionage;
    16. Sedition;
    17. Kidnapping or hostage taking;
    18. Treason;
    19. Rape or aggravated sexual abuse;
    20. Unlawful possession, use, sale, distribution, or manufacture of an explosive or weapon;
    21. Extortion;
    22. Armed or felony unarmed robbery;
    23. Distribution of, or intent to distribute, a controlled substance;
    24. Felony arson;
    25. Felony involving a threat;
    26. Felony involving:
    i. Willful destruction of property;
    ii. Importation or manufacture of a controlled substance;
    iii. Burglary
    iv. Theft;
    v. Dishonesty, fraud, or misrepresentation;
    vi. Possession or distribution of stolen property;
    vii. Aggravated assault;
    viii. Bribery; or
    ix. Illegal possession of a controlled substance punishable by a maximum term of imprisonment of
    more than 1 year
    27. Violence at international airports;
    28. Conspiracy or attempt to commit any of the aforementioned criminal acts.


  • Registered Users, Registered Users 2 Posts: 581 ✭✭✭pepe the prawn


    With regard to earlies vs lates, what do pilots prefer? My understanding is that say earlies start at 5-6am ish, finish around 1pm, late shift comes on then at 1pm till 10-11pm and later.

    Does the late shift get more flying time/no of sectors or is it balanced out?


  • Registered Users, Registered Users 2 Posts: 8,219 ✭✭✭Gaoth Laidir


    What is this part of the Ryanair CFM-56 7B engine for? I keep seeing chemtrails nuts claiming it's a 'chemtrail-delivery system' (I sht you not) so would like to categorically state what it really is. EG-accelerator or something?

    382506.jpg


  • Registered Users, Registered Users 2 Posts: 3,816 ✭✭✭billie1b


    What is this part of the Ryanair CFM-56 7B engine for? I keep seeing chemtrails nuts claiming it's a 'chemtrail-delivery system' (I sht you not) so would like to categorically state what it really is. EG-accelerator or something?

    382506.jpg

    Just your normal standard exhaust nozzle, nothing too complicated


  • Registered Users, Registered Users 2 Posts: 1,729 ✭✭✭martinsvi


    that's an Aft Fairing drain tube, my understanding is, it's used for any oil or hydraulic fluid drainage, to keep it away from any hot parts causing it to either catch fire or emit pax-scaring smoke


  • Registered Users, Registered Users 2 Posts: 8,219 ✭✭✭Gaoth Laidir


    martinsvi wrote: »
    that's an Aft Fairing drain tube, my understanding is, it's used for any oil or hydraulic fluid drainage, to keep it away from any hot parts causing it to either catch fire or emit pax-scaring smoke

    I originally meant that exhaust tube but it was actually the drain tube above and beyond it (not circled) that I should have asked about. You are right, that's what it is.


  • Registered Users, Registered Users 2 Posts: 1,729 ✭✭✭martinsvi


    16269689594_ba7170de15_b.jpg

    you mean the tiny little straw coming out of the pod? I believe that's one of the fuel vents. There should be another surge vent close to the tip of the wing, but I believe they serve a slightly different purpose.

    btw don't argue with the chemtrail folk, I'm telling this from experience - it's like talking to a brick wall.. not sure what propaganda methods they have been exposed to, but it's scary to think that a couple of home made movies, youtube channels and doggy websites is enough to make reasonably intelligent adults to throw their critical thinking into a bin


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