Looking at the paths of the same flight on two different days, I noticed they flew very different paths.
YAY N184B TOPPS ENE PARCH1
NIBAX G462 TUMAK UL602 ORSOL UL602 DAVUS UL602 TASMI UL602 ITBIT UM860 KABAN UT334 INB UL852 UDROS L621 REVDA UP193 CND UP193 KARIL UL624 LABUK UY444 ELMEK UL726 OKG UL984 NOSPA TOLVU UN857 GIMER UT300 EVX UT176 LGL UN491 KOKOS UN585 REGHI UN480 ETIKI NATD DOVEY LACKS BERGH L454 OWENZ CAMRN CAMRN4
I asked a similar question in the past. This is what I want to know:
1Route Source: FlightAware.
P.S.: I could not understand the routes at all.
A flight plan is just that, a plan. A flight can deviate from its cleared route for many reasons, the most common of which are:
Weather reroutes are often initiated by the crew.
Center, N12345 request 15 right for weather
N12345 15 right approved for 100 nm, report direct XYZ.
Or they can be initiated by ATC
N12345, Atlanta, your arrival into EWR is in perpetual holding, I can re-route you over PA or NY or do you need to divert? state intentions.
Large scale re-routing for weather will occur when an organized line of convection impacts a major route. Even a short deviation for weather may result in an amended route if the controller has an alternate clearance he can put you on that works for you (being on a clearance and on-route is slightly less work for a controller than being on a carte-blanche deviation).
Traffic conflicts are usually short term vectors, but if you have an aircraft slowly overtaking you, you may be moved to a parallel route or have you altitude changed. These, like the weather example above, would result in amended clearances.
Shortcuts are often requested to cut corners or try to make up some time lost in a long taxi on the ground. These are usually crew initiated, but sometimes ATC will solicit them. Regardless of what route is submitted in a flight plan, ATC will generally clear you via a preferred routing. These routes aren't always the shortest distance between a departure and arrival and this is where shortcuts can be requested. Usually this just means skipping a fix or getting direct routing to a later fix in your clearance. The availability of shortcuts is a function of traffic, time of day, agreements between ATC sectors, what region you are in and what altitude you are at.
When you are on international flights, another issue you may run into is political and could result in some or all aircraft being routed to avoid certain airspace.
Lastly, your dispatcher may re-route you and ATC will clear you along a new route.
In all cases, whether deviation is pilot or controller initiated, both parties are in sync with what the airplane is doing, which will either be a vector or a new clearance. Your dispatcher will be notified of this change automatically via their dispatch software (which is likely fed data from both ACARS and the FAA).
Looking at the paths of the same flight on two different days, I noticed they flew very different paths. Short Path:1 YAY N184B TOPPS ENE PARCH1 Long Path:1 NIBAX G462 TUMAK UL602 ORSOL UL602... REGHI UN480 ETIKI NATD DOVEY LACKS BERGH L454 OWENZ CAMRN CAMRN4 I asked a similar question in the past. This is what I want to know: What are the reasons which can cause a commercial flight to change its path mid-route? How it is planed and executed? I am sure the captain is the final authority on this, but who else is informed? 1Route Source: FlightAware. P.S.: I could not understand
of occurrence is approximately: 3/16/2014 6:09pm CST I have also verified FlightAware is ALSO showing the same weird glitch. See below "yellow" highlighted airplane: Same A/C from FlightRadar24...I was looking through my virtual radar logs one of the days and found this "glitchy" ADS-B behavior. I am almost 100% sure that this is not due to my antenna or setup since two independent different radars confirmed this weird behavior from FlightRadar24. Also A/C before and after this one did not exhibit this behavior. Does anybody have any thoughts as to what may be happening??? Why
What should a pilot do to perform a successful emergency water landing, also known as ditching of a big commercial jet? Is there any checklist, or best practices, like "elevate the nose" or "retract the landing gear", to make it safer? Are commercial Jets buoyant?
On two of my trips (same airline, same kind of plane 777), I noticed that the airplane took very different routes (from New York to UAE). 1st Trip in 2012 (blue): Duration 11h 30m 2nd Trip in 2013 (green): Duration 13h 00m I know that the blue line is the shorter distance, and probably also because of jet streams, it took lesser time. But why a plane would take this green route, even not considering jet streams? Since I am not an important person, I could not ask the captain of the plane this question at the end of journey. P.S.: I observed the flight paths on the entertainment system
256 KEA" seems to terminate on either 27 DME KEA or RDL 187 ATV. But then what? There is a 20 DME ATV on the next leg that spoils everything. CD (or Course to DME) is not a specific route over the ground so the previous turn won't be able to intercept it. I could either omit the CD part or insert another CR (course to radial) before the CD leg but then I'm not doing what the map says, I improvise...I am building my own ATC simulator and for that purpose I need to include several instrument procedures. I have a problem with that particular one: My problem is on KEA transition, the leg between
Recently, the crew of an Indian airline performed a short choreographed dance sequence mid-flight on the occasion of Holi. This is, a not so rare practice amongst low-cost Indian carriers, who... of the pilots can be seen recording the dance on his camera. SpiceJet specially planned this event, and had extra cabin crew on-board the flight as a precaution. Also, during the dance, one of the pilots... was that this was dangerous to flight operations, and could have resulted in disaster had there been any emergency on-board during the event. Also, that this could result in an unruly cabin
In a full motion Level C or D simulator like those used by the airlines and for jet type ratings: How should a pilot log the simulator time in their logbook? I.e. Can you log: Total Time Instrument Time Time in Type Cross Country Time Night Time Landings (including night landings) Dual given/received Anything else?
Let's say that we're directly west of CATLI and have been cleared direct CATLI for the RNAV approach. We load the approach into the GNS430 and proceed direct the fix. After crossing CATLI outbound for the hold-in-lieu-of-procedure-turn, we realize that we want to stay in the hold for a few more turns. How do I tell the 430 that I don't want it to sequence to ZAMGI upon arrival at CATLI?
I've noticed that on some airlines (I may have seen it on SAS) the cabin crew had a small touchscreen at the front of the plane which they were using to select recorded audio messages etc, in both their language, and English. Searching the internet, I found out it's called a Flight Attendant Panel — here are some photos I found: So I gather they can control the lighting, and movies; but what else can these panels do? I also found a FAP trainer, which says: This virtual training environment generates a realistic FAP representation including OBRM, CAM and PRAM What
There are two main types of supplementary oxygen devices in light aircraft: Cannula: Oxygen mask: What are the major differences between these two devices? Is one more suitable for specific siutations than another, or is it just a matter of personal preference?