The great big "ask an airline pilot" thread!

Is it honestly worth the cost and effort of getting a commercial pilots licence nowadays?

If you luck out and end up in the right place, the answer is a resounding HELL YES.....

And even eatmyshorts gets to earn enough to increase the size of his art collection

Some real basics here so apologies in advance, I should have picked up more by now

Are there any specific reasons to request full length of the runway aside from maximum flexibility or having an aircraft that requires it?

Why would you request a VOR approach?

fr336 wrote: »

Some real basics here so apologies in advance, I should have picked up more by now

Are there any specific reasons to request full length of the runway aside from maximum flexibility or having an aircraft that requires it?

Why would you request a VOR approach?

Three most useless things in aviation: runway behind you, airspace above you and fuel in the bowser.

Full length for performance, more weight off the runway, better reduced thrust for takeoff, increased stopping distance available...

You can request a VOR approach for training, or if you can't do an RNAV approach, or even if you just want to do one for the hell of it!

I imagine if its 34 in Dublin you are referring to, not all of the aircraft or operators are equipped or certified for the RNAV approach. The aircraft could also be carrying a snag that prohibits it from performing the RNAV approach.

FR336, do you know the difference between a VOR and a ILS approach or do you want us to explain?

Are there any specific reasons to request full length of the runway

Another reason would be lack of performance data for the intersection departure point.

An ILS uses two radio beams to provide lateral and vertical navigation down to a runway end, they are extremely accurate and depending on the class of ILS, ie, 1 /2 /3 A,B,C, they can allow an aircraft to land with very little visibility. Due to the requirements to maintain the equipment, ILS's are expensive installations and there are strict rules regarding their use.

An VOR approach is based only on lateral guidance, the crew has to manually control the vertical descent profile. The lateral beam can be taken from a VOR, so this cuts down on the costs associated with maintaining the system. Apart from the cost benefits, a VOR approach allows the variable gradients, for Kathmandu airport the approach gradients are 5.3 degrees followed by 3 degrees, this couldnt be done with a ILS.

The downside is that due to the lack or accuracy, a VOR approach has higher weather limits, for Dublin RWY 28, the ILS allows a decision height of 200 feet and a RVR of 550 meters, for the VOR approach you would need 448 feet and 1400 meters, so for those foggy days, the VOR isnt going to be of much help!

With the relatively recent introduction of RNAV, crews can use the RNAV system to assist them with the VOR approach, but only if overlays are permitted by the local authorities, and only to limits that are slightly above those for the actual VOR approach itself.

Now what on earth is a NDB :):) Last time i flew one of those was in Waterford where i really discovered the impact of coastal refraction!

LOL...... when is the last time that you flew a NDB approach for real?

This man explains it a lot better than i can

http://www.boldmethod.com/learn-to-fly/navigation/shoreline-effect/

Good Luck to anyone flying 8th and 9th.....

In regards of the French ATC Strike on the 8th and 9th April, please find the latest information from the last call conference with Eurocontrol :

- Attached to this mail you will find the released NOTAM (F0606 and A1329)
- DSNA confirm the strike for tomorrow and Paris ACC will be impacted. They expect a large impact on the 8th April but a minimum service should be done on the 9th.

Two major factors will determine your flight, the presence of an ATC agent at the tower who will be the only one to accept a landing and a departure, and the second is the ACC regulations.

The situation can improve or not at every ATC shift change. Tomorrow the first change will be at 05:15 UTC, around this time we will be able to determine if landing and take-off are allowed for the next 4h. Please note that even if an agent is working at the ATC, you will have to handle with your CTOT which could have a high delay according to the strike impact in Paris ACC or the other FIR (Marseille ACC is supposed to be also well impacted).

At 09:30 UTC, the DSNA will make a call conference in order to determine the impact for the 9th April. Eurocontrol will also have a call conference but the timing is not known yet.

We remain at your disposal for any information but just keep in mind that the situation can improve or not at any time according to the ATC Staff.

Thanks, and is it clockwise? e.g. wind angle 270degrees for Runway 28 at DUB would be head-on (or thereabouts)?

I've always wondered this, have anyone of ye had a scheduled passenger flight with a really really really bad Load Factor? Below 50%?

Carnacalla wrote: »

I've always wondered this, have anyone of ye had a scheduled passenger flight with a really really really bad Load Factor? Below 50%?

After the Christmas season can be quiet. 9 pax outbound but a full load coming back. Swings and roundabouts sometimes.

I've been one of 4 on a 72 seat ATR, last evening (return to base basically) BLL-CPH commuter flight. Whether 4 pax cover the cost differences between selling the flight or just deadheading is probably questionable, particularly as I think I paid about €20.

edit: no, that was actually CPH-MAN that cost 20, it was €43 fare and €33.48 taxes/charges so they probably got €170 total or so off the 4 of us.

I've a question regarding flight training.

How much does it cost to keep a ME/IR current?
I'm very interested in doing an integrated course in the next couple of years and with the current state of the industry job wise it's likely I won't get a job immediately. Just wondering how much it'll cost to keep everything current.

TheBoss11 wrote: »

I've a question regarding flight training.

How much does it cost to keep a ME/IR current?
I'm very interested in doing an integrated course in the next couple of years and with the current stIate of the industry job wise it's likely I won't get a job immediately. Just wondering how much it'll cost to keep everything current.

It will depend on where you renew, and how much practice is required before doing the renewal. Your first renewal can be in the sim so will be cheaper, but the next one has to be in an aircraft so will cost more. Each year after that then alternates sim/plane. My last renewal was in the plane, and 5hrs sim, an hour in a Seneca, flights to Spain and accomodation came in at about €1400.

If I was you however, this would be the least of my worries. For all you know by the time you are job hunting (if you do go for it) you could be snapped up - think positive, it's the only way to go!