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The great big "ask an airline pilot" thread!

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Comments

  • #2582
    smurfjed
    Registered Users, Registered Users 2 Posts: 11,006 ✭✭✭✭smurfjed


    Bad day at the office...... for someone....

    16443847275_442c4e5c5f_b.jpg

    16442101351_33aabec8cf_o.png


  • #2583
    Chuck Aaron
    Registered Users, Registered Users 2 Posts: 73 ✭✭Chuck Aaron


    smurfjed wrote: »
    Question for Helicopter pilots... in the airplane world we are obsessed with fuel conservation so I was curious watching the Coast Guard helicopter flying around today with the gear down, the obvious answer was that it was landing But it was quite far from the airport.
    Is there a reason for this?

    I imagine they were either trying to burn off some airspeed or below say 1000 feet its a SAR SOP, would be interesting to know the reason, where abouts was it flying around?


  • #2584
    MoeJay
    Registered Users, Registered Users 2 Posts: 500 ✭✭✭MoeJay


    amen wrote: »
    I was watching this visual approach into Innsbruck airport, https://www.youtube.com/watch?v=k9kjrhhjOP8 and I was wondering would the pilots get a ground proximity warning as they passed over the mountain tops or does the warning only kick in if he ground in front of them is of sufficient height so as to cause a collision ?

    Disclaimer: I have never operated into Innsbruck; several procedures require specific training and authorisation from the Austrian authorities to be able to operate in there.

    Without knowing the procedure and/or the terrain and height they are flying at it's not easy to know; however in the recording I believe you would hear the GPWS if activated...somebody else might have more local knowledge!

    EGPWS does provide "look ahead" functionality with a built in terrain database based on aircraft position to give an earlier warning of danger. Basic GPWS lets you get an awful lot closer before the "Pull Up" warning sounds...!

    Further reading on (E)GPWS here: http://www.skybrary.aero/index.php/Terrain_Avoidance_and_Warning_System_%28TAWS%29


  • #2585
    billie1b
    Registered Users, Registered Users 2 Posts: 3,887 ✭✭✭billie1b


    Would a 7hr flight on an A321-200 be near enough to its time/fuel limits with a full load or near full?


  • #2586
    smurfjed
    Registered Users, Registered Users 2 Posts: 11,006 ✭✭✭✭smurfjed


    The last time that i looked at performance figures for the standard 321, it wouldn't go that far. The installation of Additional Centre Tanks has a weight impact of about 600 kgs, so adding the additional fuel starts to have an impact on the payload.


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  • #2587
    billie1b
    Registered Users, Registered Users 2 Posts: 3,887 ✭✭✭billie1b


    Was just wondering as I spotted a flight from
    EVE - LPA today operated by Thomas Cook, was down as an A321 OY-VKD with a flight time of 7hrs and a distance of 4980km.


  • #2588
    Chuck Aaron
    Registered Users, Registered Users 2 Posts: 73 ✭✭Chuck Aaron


    smurfjed wrote: »
    Question for Helicopter pilots... in the airplane world we are obsessed with fuel conservation so I was curious watching the Coast Guard helicopter flying around today with the gear down, the obvious answer was that it was landing :):) But it was quite far from the airport.
    Is there a reason for this?

    I've actually researched this as it wrecked my head not knowing...

    The reason is some helicopters, the S-92 when a combination of altitude and/or airspeed is below safe operating limits the landing gear must not be retracted....Hence the aircraft flying around with the gear down in said situations.

    A red landing gear up warning light will go off, on the flight deck.

    Hope that helps.


  • #2589
    smurfjed
    Registered Users, Registered Users 2 Posts: 11,006 ✭✭✭✭smurfjed


    Thanks for the answer, i appreciate the effort.


  • #2590
    Chuck Aaron
    Registered Users, Registered Users 2 Posts: 73 ✭✭Chuck Aaron


    smurfjed wrote: »
    Thanks for the answer, i appreciate the effort.

    It was driving me nuts lol, you're welcome.


  • #2591
    protog777
    Registered Users, Registered Users 2 Posts: 71 ✭✭protog777


    Just wondering what would be the cheapest way to becoming an airline pilot? is there any airlines that supply fully sponsored cadetships?
    Thanks protog777


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  • #2592
    TheBoss11
    Registered Users, Registered Users 2 Posts: 313 ✭✭TheBoss11


    protog777 wrote: »
    Just wondering what would be the cheapest way to becoming an airline pilot? is there any airlines that supply fully sponsored cadetships?
    Thanks protog777

    The cheapest way would be a modular pilot training course, modular training cost about 20k-30k less than an integrated course. Bartolini is a very cheap flight school in Poland worth having a look at, there integrated course are 45k. In terms of cadetships I only know of emirates who sponsors the full amount. The competition for cadet programmes is extremely intense though.


  • #2593
    Wise Old Elf
    Moderators Posts: 3,554 ✭✭✭Wise Old Elf


    A quick one for ye. There's an American Airlines 757 (http://www.flightradar24.com/AWE723/59f3298) circling in a hold pattern after taking off from Dublin, presumably trying to sort out some technical issue. The question is, can you program these holds (I know they have names but can't think of them) into the autopilot, or would this be manual flight?


  • #2594
    PapaQuebec
    Registered Users, Registered Users 2 Posts: 555 ✭✭✭PapaQuebec


    Wise Old Elf wrote: »
    A quick one for ye. There's an American Airlines 757 (http://www.flightradar24.com/AWE723/59f3298) circling in a hold pattern after taking off from Dublin, presumably trying to sort out some technical issue. The question is, can you program these holds (I know they have names but can't think of them) into the autopilot, or would this be manual flight?

    The crew can program a hold into the FMC

    Appears to be positioning for an approach to RW28 now.


  • #2595
    protog777
    Registered Users, Registered Users 2 Posts: 71 ✭✭protog777


    TheBoss11 wrote: »
    The cheapest way would be a modular pilot training course, modular training cost about 20k-30k less than an integrated course. Bartolini is a very cheap flight school in Poland worth having a look at, there integrated course are 45k. In terms of cadetships I only know of emirates who sponsors the full amount. The competition for cadet programmes is extremely intense though.

    Thanks for the reply, saw that on the emirates website, there was something about a family book? Does this mean that only uae citizens can apply?


  • #2596
    smurfjed
    Registered Users, Registered Users 2 Posts: 11,006 ✭✭✭✭smurfjed


    The question is, can you program these holds
    They are called "HOLDS"... you can program them with the FMS, it will give you options of altitude/speed, time, length of each leg, the direction of the hold and a few other things. Its actually easier to fly a hold in an airliner than it was in my initial instrument rating in a Duchess :)


  • #2597
    Wise Old Elf
    Moderators Posts: 3,554 ✭✭✭Wise Old Elf


    smurfjed wrote: »
    They are called "HOLDS"... you can program them with the FMS, it will give you options of altitude/speed, time, length of each leg, the direction of the hold and a few other things. Its actually easier to fly a hold in an airliner than it was in my initial instrument rating in a Duchess :)

    Thanks!
    Do you get pre-arranged HOLDS from Jeppeson charts for each aerodrome, or do you get specifics from ATC; e.g. if Dublin ATC tells you to hold at KERAV, do you have to pull that info from charts?


  • #2598
    smurfjed
    Registered Users, Registered Users 2 Posts: 11,006 ✭✭✭✭smurfjed


    Depends on the FMS Navigation Database, common holds are usually in the database, but ATC can tell you to hold in your present position, or hold @ xxx, then you get a blank hold page, you can place the hold where you want it and define the parameters, of if you are really feeling in a good mood, then you can fly it without the FMS by just selecting headings and timing the procedure.


  • #2599
    eatmyshorts
    Closed Accounts Posts: 821 ✭✭✭eatmyshorts


    TheBoss11 wrote: »
    . In terms of cadetships I only know of emirates who sponsors the full amount. .

    The Emirates cadet scheme is only available to UAE nationals.
    The Etihad scheme is open to all nationalities.


  • #2600
    faceman
    Moderators, Category Moderators, Arts Moderators, Entertainment Moderators, Social & Fun Moderators Posts: 16,681 CMod ✭✭✭✭faceman


    Curious about different airplane cruising speeds. Currently on an A332 en route to SFO again.

    There's a 90mph headwind and we're cruising at 508mph (sorry don't have the knots.)

    Theres a 773 close by en route to LAX cruising at 598mph. There's also a 747 cruising at 543mph also en route to SFO.

    There doesn't seem to be a lot of air traffic according to Flight Radar in the area. Are these speeds ATC set or is this the standard cruising speed of our aircraft types? I ask because our flight was delayed so was wondering if the pilot would make up some time.

    For reference all aircraft above are flying over the state of Saskatchewan in Canada


  • #2601
    Irish Steve
    Moderators, Motoring & Transport Moderators Posts: 6,524 Mod ✭✭✭✭Irish Steve


    The 777 will normally cruise at about M.84, about 560 mph, the 330-200 cruises at about .81, which is 540 mph, and the 747 cruise is about about .85, or .855, about 570 mph.

    If the aircraft is operating outside of airspace with radar cover, like the North Atlantic track system, then all aircraft at a particular level will be required to fly at the same Mach No, and separation is achieved by making them fly a given time apart.

    Where radar is available, ATC will normally allow the aircraft to operate at their most economical cruise speed.

    A very significant factor is the wind at different levels, and that can vary very much, even over a relatively small change in altitude, so where ever possible, flights will seek to get the most advantageous level available, as it can make quite a difference to the flight time.

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



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  • #2602
    smurfjed
    Registered Users, Registered Users 2 Posts: 11,006 ✭✭✭✭smurfjed


    There is another thing at play here called ECON FLIGHT, this basically is a cost calculation done by the airline for some of the variable aircraft, crew costs versus the fuel cost. Once this is calculated a value is entered into the FMS, the flight will then be flown at the most ECONOMIC speed for that altitude and associated winds. The crew do have the ability to increase the speed if they are late, but i would expect that more at a hub airport rather than a point-to-point airport where they costs associated with the delayed passengers would be a factor.

    For the 777, M84 is pretty close to Long Range Speed, the B744 ranges over a huge range of LRC speeds from over M86 to 82. The airbus, no idea :)


  • #2603
    smurfjed
    Registered Users, Registered Users 2 Posts: 11,006 ✭✭✭✭smurfjed


    While we are discussing Northern Canada, there is an area there called the Area Of Magnetic Unreliability.... Do you guys fly over that area? And if so, do you do it in MAGNETIC or TRUE.

    Same questions for the NAT/MNPS?

    Cheers


  • #2604
    NewSigGuy
    Registered Users, Registered Users 2 Posts: 179 ✭✭NewSigGuy


    smurfjed wrote: »
    While we are discussing Northern Canada, there is an area there called the Area Of Magnetic Unreliability.... Do you guys fly over that area? And if so, do you do it in MAGNETIC or TRUE.

    Same questions for the NAT/MNPS?

    Cheers

    Airbus 330 Mach is normally .82, A380 .85 but the speeds are CI dependent.

    For the NATS we fly Mag and in the North Pole Area it is True, the Aircraft changes itself to True when above between 73N and 82N depending on where you enter the polar zone.


  • #2605
    fricatus
    Registered Users, Registered Users 2 Posts: 4,919 ✭✭✭fricatus


    A number of times now, when I've been on long-haul flights, I've heard the pilot over the intercom saying that we'd be initially cruising at say 28,000 feet, and then cruising at a higher altitude later on in the flight once we'd burned off a certain amount of fuel.

    Why is this? Would it not make sense to get to an altitude that allows a fuel-efficient cruise and just stay there? Is there a big fuel-consumption penalty for every extra 1,000 feet of climb?


  • #2606
    jamo2oo9
    Registered Users, Registered Users 2 Posts: 5,780 ✭✭✭jamo2oo9


    fricatus wrote: »
    A number of times now, when I've been on long-haul flights, I've heard the pilot over the intercom saying that we'd be initially cruising at say 28,000 feet, and then cruising at a higher altitude later on in the flight once we'd burned off a certain amount of fuel.

    Why is this? Would it not make sense to get to an altitude that allows a fuel-efficient cruise and just stay there? Is there a big fuel-consumption penalty for every extra 1,000 feet of climb?

    It's due to the weight of the aircraft. You can only cruise at a certain altitude with a limit of weight. The heavier the aircraft is, the lower the cruise altitude will be. Then when it's lighter, it'll ascend accordingly to what ever height suits them best in terms of weather and fuel economy.


  • #2607
    Growler!!!
    Registered Users, Registered Users 2 Posts: 1,980 ✭✭✭Growler!!!


    If only there was an "Ask an airline pilot" thread.

    Oh wait:D

    http://www.boards.ie/vbulletin/showthread.php?t=2056378654


  • #2608
    arubex
    Registered Users, Registered Users 2 Posts: 1,197 ✭✭✭arubex


    In an ideal free-flight scenario one would cruise-climb constantly as fuel burns-off; Concorde would do this once above the airways and it is common with military aircraft.

    However that tends to annoy ATC, as aircraft constantly climbing makes things messy. So for airliners step-climbs are used wherein two or three altitudes are calculated for the projected en route fuel states and when cleared by ATC they climb to the next altitude. So they are not always flying at optimum altitude but on average it is close.


  • #2609
    cppilot98
    Registered Users, Registered Users 2 Posts: 51 ✭✭cppilot98


    There are a combination of factors, without getting too technical the weight might preclude the climb but even if the aircraft was capable of climbing to the higher flight level, once it got there it would require greater thrust in the thinner air in order to maintain the altitude and TAS. This burns more fuel and would reduce the range. Also at higher weights and higher altitudes the margin between stall and overspeed is reduced.

    Essentially though the main purpose is to ensure optimum fuel burn while maintaining the best true airspeed. So in theory the best option would be to maintain a continuous gentle climb as the fuel burns off. This isn't practical so step climbs are used.


  • #2610
    fricatus
    Registered Users, Registered Users 2 Posts: 4,919 ✭✭✭fricatus


    Always wondered why that was - thanks all for the very interesting replies!


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  • #2611
    FWVT
    Closed Accounts Posts: 922 ✭✭✭FWVT


    This is my sister's route on her flight from Sydney to Abu Dhabi yesterday (14hr40mins). See the initial cruise at FL280, with climbs to FL300 after PUGUT, FL320 after WENER, FL340 after TIMET, FL360 after TATOD and finally FL380 after EKASU.

    DCT KAT A576 PKS J141 LEC T21 PUGUT N0494F300 T21 WENER N0492F320 T21 PD N509 TIMET N0490F340 N509 TATOD N0482F360 N509 ELATI N640 EKASU N0476F380 N640 KAT R461 DEMON M082F380 R461 MDI N0476F380 M300 EMURU N563


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