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Flightradar24 Thread Part III

Shannon757

Carnacalla wrote: »

747 inbound SNN. 19,000ft and decending.

Stobart about to turn for approach, wind 240 degrees 40kts G 49kts.

National are pretty regular visitors to Shannon.

Mod Note: New thread as 10,000 post limit attained. Previous thread: http://www.boards.ie/vbulletin/showthread.php?t=2057359945

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pepe the prawn

EI-REH Stobart just left EIKN after doing five touch and go's, enroute back to DUB now. Based on the nature of the flight and the T at the end of the callsign, a training flight for a lucky divil of a new pilot. :pac:

Callsign is STK100T, but showing on FR24 as STK100P..

Growler!!!

pepe the prawn wrote: »

EI-REH Stobart just left EIKN after doing five touch and go's, enroute back to DUB now. Based on the nature of the flight and the T at the end of the callsign, a training flight for a lucky divil of a new pilot. :pac:

Callsign is STK100T, but showing on FR24 as STK100P..

6 take offs and landings required for a Base check. So 5 landings in noc and a final landing in dub:pac:

pepe the prawn

Growler!!! wrote: »

6 take offs and landings required for a Base check. So 5 landings in noc and a final landing in dub:pac:

Efficient use of the aircraft not to be hanging around in NOC and use DUB instead as the final landing :pac:

Weather in NOC at the time was BKN at 900, didnt hear them on LiveATC while they were actually in the circuit, would the circuits not have to be visual for a base check?

EDIT: perhaps they were visual, METAR isn't a 100% dependable source in reality i suppose. Conditions could have been just acceptable when they entered the circuit.

Gaoth Laidir

pepe the prawn wrote: »

Efficient use of the aircraft not to be hanging around in NOC and use DUB instead as the final landing :pac:

Weather in NOC at the time was BKN at 900, didnt hear them on LiveATC while they were actually in the circuit, would the circuits not have to be visual for a base check?

EDIT: perhaps they were visual, METAR isn't a 100% dependable source in reality i suppose. Conditions could have been just acceptable when they entered the circuit.

The 4 pm and 5 pm synops give more details than the METARs.

Visibility: 25 km at both times.
Clouds:
4 pm: 5 okta stratocumulus at 2000 ft, 8 okta stratocumulus at 4000 ft.
5 pm: 5 okta stratus nebulosis at 900 ft, 6 okta stratocumulus at 2500 ft.
Temperature/Dewpoint:
4 pm: 4.0/3.3 °C
5 pm: 4.2/3.2 °C

Growler!!!

pepe the prawn wrote: »

Efficient use of the aircraft not to be hanging around in NOC and use DUB instead as the final landing :pac:

Weather in NOC at the time was BKN at 900, didnt hear them on LiveATC while they were actually in the circuit, would the circuits not have to be visual for a base check?

EDIT: perhaps they were visual, METAR isn't a 100% dependable source in reality i suppose. Conditions could have been just acceptable when they entered the circuit.

Yes, must be visual at all times. I don't know the circuit height in NOC but Cloud height plus airport elevation gives roughly 1600ft on QNH. A question for the Training Captain I suppose.

Gaoth Laidir wrote: »

The 4 pm and 5 pm synops give more details than the METARs.

Only the metars are available to pilots.

At what height is the visibility normally measured at? Is there a standard?

Gaoth Laidir

Growler!!! wrote: »

Yes, must be visual at all times. I don't know the circuit height in NOC but Cloud height plus airport elevation gives roughly 1600ft on QNH. A question for the Training Captain I suppose.

Only the metars are available to pilots.

At what height is the visibility normally measured at? Is there a standard?

I know, but the Tower will have the absolute visibility at hand.

Visibility is supposed to be measured at ground level. The synop visibility is the minimum observed in any direction whereas the metar gives the maximum throughout at least half of the horizon.

Shannon757

Shannon757 wrote: »

https://t.co/SQssOYSuLP
Back in the air again, flying to Victorville for paint. Flight tests to be conducted en route.

G-VIIO is flying again.

JCX BXC

FR7129 seems very far north. FR24 error or is there some sort of situation?

Jack1985

So nothing has moved at Cork Airport this morning.

deaddonkey15

Jack1985 wrote: »

So nothing has moved at Cork Airport this morning.

Why is that? Conditions are ok according to the METAR? FR9895 in a holding pattern over Kinsale.

Growler!!!

deaddonkey15 wrote: »

Why is that? Conditions are ok according to te METAR? FR9895 in a holding pattern over Kinsale.

Clearing ice and snow. Nothing moving until that's done.

deaddonkey15

Growler!!! wrote: »

Clearing ice and snow. Nothing moving until that's done.

Didn't know there was snow in Cork last night!

Jack1985

deaddonkey15 wrote: »

Didn't know there was snow in Cork last night!

In all fairness looks like a fairly poor response, runway was sprayed until someone decided to get the ploughs out!

Growler!!!

Movement now. Shamrock is bactracking for 35.

JCX BXC

So no movement for 3 hours due to a light dusting of snow? Was there some sort of machinery failure?

EI- FOO the latest 737 for ryanair currently over northern Canada with an eta for DUB of 1620.

Shannon Control

http://www.flightradar24.com/UAL76/8f03af8 UAL76 BFS-EWR holding after departure.

EDIT: Diverting to LHR according to UAL website.

KoolKid

Seems to be holding at the moment.

Shannon Control

KoolKid wrote: »

Seems to be holding at the moment.

Must be going to manchester holding over the MAN stack MIRSI. Nose gear problem.

eastmayo

Shannon Control wrote: »

Must be going to manchester holding over the MAN stack MIRSI. Nose gear problem.

Would it be dumping fuel?

Shannon Control

eastmayo wrote: »

Would it be dumping fuel?

A 757 going to EWR that's held over BFS already shouldn't need to for 23R. At worst it'd shoot an overweight landing, it's just running through checklists before making an approach I'd imagine.

EDIT: It's going for 09 at LPL

Jack1985

Christ would DUB not have been a better option? or even SNN with facilities in place nevermind all the spots United fly to in the UK.. LPL is strange one.

Shannon Control

Jack1985 wrote: »

Christ would DUB not have been a better option?

Was thinking the same thing! Jesus now it seems to be going back to 23R at MAN? Gone through 09 Loc.

Sorry, 05's you're right, silly me not paying attention!

Jack1985

Looks like its landing 05R at MAN. Squawking 7700 now.

iancm25

Jack1985 wrote: »

Looks like its landing 05R at MAN. Squawking 7700 now.

On the ground in Manchester now.

Newbie question - why don't the UK airports have live ATC feeds online?

And how did people here know which airport it was heading to - LHR was mentioned earlier, then liverpool then manchester? Did ye just look at the direction it was travelling on flightradar?

Shannon Control

iancm25 wrote: »

On the ground in Manchester now.

Newbie question - why don't the UK airports have live ATC feeds online?

And how did people here know which airport it was heading to - LHR was mentioned earlier, then liverpool then manchester? Did ye just look at the direction it was travelling on flightradar?

NATS (the ANSP for UK) blocked ATC feeds, it's illegal to live-stream the UK ATC feeds I think.

It said on UAL website it was heading to LHR at the beginning. Then flew at a 10 mile final for LPL, went past it and established on 05R for MAN.

highlydebased

About 90 min from Dublin just south of Iceland is EI-FOO on delivery to Ryanair

Oscar Bravo

AN 124 currently about 50 miles off Mayo will pass over the country en route to Leipzig for anyone with clear skies....

arubex

21:00 Aircraft swap in Manchester for the passengers of ex-Belfast UAL76 and launched westwards for Newark

http://fr24.com/UAL76/8f152f8

JCX BXC

Not often that you divert to an airport further from your original destination than you were before you flew!