@voretaq7 Yeah, the question sat there for a long time with no answer, and when I got back from dinner and it still had no answer I figured I'd put what I knew. Researching a definitive reference sounded like a lot of work, lol.
(and how are the telex headsets these days, when I did on-call ops we used them and I despised the things, I assume the aviation ones have a lower suck quotient?)
and I'm behind anything that's ANR and uses ship's power. I tried a Bose without batteries once just to see how terrible it would be and... well it was worse than I ever imagined.
@Lnafziger well it weighed about as much as my old avcomm (DC clone) headset, but where that had decent performance until I put the foggles on the Bose was shit because of my glasses
the seals just wouldn't conform around the frame
(Incidentally when you're blind as a bat and refuse to wear contacts, in-ear headsets are really the only way to go :-)
i'm trying to figure out if it might be a privacy concern, not that there's a lot on there but if you do some googling with my first name you'll probably get to the same stuff anyway.
i might just as well do it :)
@falstro just looking there's no reference to your name anywhere on your blog. might consider doing the same. while there's nothing bad on my name on the internet, i feel it would be nice to have greater separation between the digital and actual me.
@Manfred There is, I suppose you didn't look close enough. And twitter knows my name too, so I'm not really hiding :)
@voretaq7 How do those even work; is there DC voltage applied to the headphones in aircraft?
@Manfred Also, my name happens to be world wide unique (so far anyway) so any dumb sh*t I say will likely turn up if someone starts checking my background :)
23 April 1915: Lieutenant Patrick Nelson Lynch Bellinger, United States Navy, flew a Burgess Dunne AH-10 float plane to an altitude of 10,000 feet (3,048 meters) over Pensacola Bay, Florida. Lieutenant Dunne was Naval Air Pilot No. 4. A graduate of the U.S. Naval Academy, Annapolis, Maryland, he served at sea aboard battleships before being assigned as […] The post 23 April 1915 appeared…
23 April 1941: At North American Aviation’s Inglewood, California factory, test pilot Louis S. Wait takes the very first production Mustang Mk.I, AG345, for its first flight. The Royal Air Force had contracted with NAA to design and build a new fighter with an Allison V-1710 supercharged 12-cylinder engine producing 1,200 horsepower. The first order […] The post 23 April 1941 appea…
@Lnafziger: I know, quite hard-pressed to find out more -- right now just trying to collect examples to see whether it's only a handful or a substantial portion.
@falstro re: powered ANR as I understand it there's usually a separate power plug (or they use the phantom power from an XLR mic plug)
@falstro If you don't yank both knobs out through the back of the aircraft in a damn quick hurry it can rip the engine off its mounts, but it's a survivable incident
I'm pretty obsessive about checking the prop for nicks and cuts - I happen to have one of those aircraft with a continuous RPM restriction (and it's bloody inconvenient lemmie tell ya!)
I expect that to go down when I actually have the plane weighed though. All of this is computed, off an initially-computed weight from 1965 ;P
(on the one hand I don't want to weigh the plane because I expect it'll gain about 50lbs. On the other I'd really like to know the actual weight and CG)
@falstro Probably not enough to offset the maintenance cost, at least with 180HP engines :)
I know the Arrow (PA28R, 200HP) has a constant-speed prop though - not sure how much of that is legitimate "performance" versus "Complex trainer" though
"The Asiana Airlines training captain who crashed a Boeing 777 at San Francisco International Airport in July was anxious about the visual approach, which he described as "very stressful," according to investigators. Read more at http://www.flyingmag.com/technique/accidents/asiana-214-pilot-found-visual-approach-very-stressful#UqRHziuskbeQXT5k.99"
as well you should be. I had the opportunity to assist in training some Sri Lankan Airlines first officers getting their FAA ATP
We inquired as to why they needed it, and they told us they couldn't upgrade without it and that was the bulk of the training they would get
mind you, we did their multi-ATP in a seminole, nothing like a high performance jet
these guys were terrible
they'd spent almost their entire flight experience sitting in the the right seat, never touching the controls and only swinging the gear and talking on the radio
then with the magic of an FAA ATP, they were going to get to finally fly, from the left seat
I could maybe handle the "stressful" part. What actually bothered me more was the fact that he was concerned about his ability to perform the approach at all. I don't mind the guys up front feeling stressed at times - seems like part of the job. But if they're not sure they can even do the job, I'd rather they weren't sitting up front.
Yeah, there was also this in the article: "Both Asiana 214 pilots said they were unsure about the automation mode with respect to the autothrottles, which should have been engaged on the approach. Instead, the autothrottles were set to idle, according to investigators."
BOTH of them were unsure?? And nobody thought to ask the training pilot that was with them?
And lastly: "The training captain stated it was "very difficult to perform a visual approach with a heavy airplane," according to the safety board summary of an interview with the pilot. Asked whether he was concerned about his ability to perform the visual approach, he said, "very concerned, yeah."
but then again the FAA & NTSB had to step in and say "Hey guys, ya know you might want to practice flying using the controls instead of the buttons on the autopilot panel", so... yeah
@voretaq7 it's funny how you get biased toward some airlines though. Sure, flying an "aircraft into a seawall", doesn't make you look all that cool for your selfies; but for me as an example, I don't like flying with Air France, I don't know why really, I don't really care much about AF447, but it's the minor incidents (you know, those only the AvHerald reports) and how they're handled that bug me.
I'm not really biased toward any airline - though I'm definitely biased against commercial air travel. That's largely the TSA's fault though - they took a mediocre experience and made it thoroughly unpleasant.
@Lnafziger I don't know exactly how far that one went, I just recall hearing about it and being like "Declared an emergency to get the runway he wanted? Couldn't... ya know....divert? or hold? or something?"
I mean if they're fuel critical or something sure, but "Your runway choice doesn't work with my company crosswind limit" ? I still dunno how I feel about it
Yeah, this was basically: Cleared to land 22. Unable 22, and if you don't give me 31 I'll declare an emergency. Okay, fly runway heading for now and I'll let them know. Okay, I'm declaring an emergency and turning left to line up on 31. Okay, you declared an emergency. Fly runway heading for now. No, I'm an emergency aircraft. Get everyone off of my runway NOW."
I mean I think the controller did wrong after the emergency was declared (you give the guy the runway and when he's on the ground ya give him the phone number to call), but I don't get declaring the emergency - it's not supposed to be a threat you use to get your way.
So the answer in my mind is "of course pilots can fly circling approaches at non-towered airports" (seriously, I could swear that I've done it before, but then again I can't think of any specific examples....).
That is, until I ran across this little tidbit in the Air Traffic Control Order whi...
@Farhan Which one? (Both of my active bounties are ILS/LOC questions, lol)
Although I offered the bounty for the same reason on both of them: I think that I know the answer, but I can't find any FAA guidance that supports my opinion.
And yeah, Qantas came up with a good answer after I posted the bounty, but none of the other answers provided anything other than opinion. The asterisk is still bugging me on that one though.
Some "ILS or LOC" approaches have crossing restrictions that are shown before and/or after the final approach fix/glideslope intercept.
Are these restrictions for the LOC only approach, or do they also apply when tracking the glideslope?
As an example, KSFO ILS 28L and KSFO ILS 19L (see below...
I have to remember to try filing a flight plan with foreflight and then picking up the briefing from flight service using the filed plan/route at some point
(I just sort of robotically rattle off the flight plan items when I call them, but it'd probably save about 30 seconds if I just give them the tail number and they can pull it up…)
@casey Those are 2 I'd definitely like to hear about
@Lnafziger (that's kind of a rhetorical comment considering I have to repeat my callsign 3 times before our local controllers get the numbers in the right order :p)
@casey You look at them with your best serious-captain-face and say "Ear plugs and duct tape. The ear plugs go in my ears, the duct tape goes over your mouth if you bug me."
@casey my last pair of glasses I would get a good seal, but the temple pieces were getting bent from the clamping force. (This pair has wider temple bars, kinda like on foggles - I don't think they'd seal)
plus hotels seem to like to put crews in the same rooms over time, and the flight attendents love to melt their polyester all over the iron, so its a bad idea to even try to iron mid-trip :)
@casey I would if this wasn't part of an 11 day trip. It starts to get ugly around day 4 or 5 (earlier if I leave from Florida in the summer... Oddly enough, that's where I'm based, so hey....)
@Lnafziger ah, I only had to deal with 4 day trips normally. I could get away with 1 uniform shirt and a spare in my bag in case I did something drastic to the first one :)
@Lnafziger we had to wear ours october - march (something like that) but given our base in IAH, they were pretty lax on actually enforcing it
my favorite is when one of the northern crews would have a nice black wool overcoat that looked way better than our cintas trenchcoat and the chief pilots would give them crap about it not being an appropriate uniform item
@voretaq7 Well, up here in the mountains at 2:30 in the afternoon it is a balmy 64 and it rains almost every day. Got down to 48 last night, so yeah the jacket might be nice.
@voretaq7 when i was instructing I always got a laugh when I'm wearing shorts and a tshirt and the guy in the 172 next to me is wearing epaulets with 4 stripes and polyester pants :)
Oh, and I joke about Riddle, but I've flown with a few of their pilots and so far they have done a really good job. :) Of course, they are the kind that joke about other Riddle grads too, so take that with a grain of salt. :)
@voretaq7 incentive not to screw up? "Don't mess up, if you start a fire, your pants are going to bond with your skin, and when you take them off... well lets just not talk about that"
@Lnafziger I can't recall if it came from regs or op sepc, but our CFM required us to use electronic guidance, if available, to back up visual approaches.
@voretaq7 just wondering before I go and fix it if there's any reason you removed ils from this question. also, you added ifr, but it's asking about vfr...?
@DannyBeckett Ummm, I'm not sure that it needs it. I'm not even sure that IFR really even applies. It's more of a pilot-procedures type question... or something... maybe safety?
So the answer in my mind is "of course pilots can fly circling approaches at non-towered airports" (seriously, I could swear that I've done it before, but then again I can't think of any specific examples....).
That is, until I ran across this little tidbit in the Air Traffic Control Order whi...
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