I'm a frequent subscriber of airport messaging services where you get notified of check-in queue times, delays in takeoff, ETA + 10 minutes, landed timestamp, baggage claim time and these kinds of information, but not life-dependent messages.
However, if something bad happens I assume I won't get a "Flight X crashed and burned" message on my cell, but most likely a "Contact the airline at 555-1212 for more information" or something similar.
What's the standard operating procedure in these cases?
"Poorly" would be the direct answer to the title.
While each airline certainly has internal policies they are not utilized all that often (that's good) so when things do go boom everyone is out of practice. Having a well-rehearsed policy could be considered a liability issue - they expect things to crash often.
I'm a frequent subscriber of airport messaging services where you get notified of check-in queue times, delays in takeoff, ETA + 10 minutes, landed timestamp, baggage claim time and these kinds of information, but not life-dependent messages. However, if something bad happens I assume I won't get a "Flight X crashed and burned" message on my cell, but most likely a "Contact the airline at 555-1212 for more information" or something similar. What's the standard operating procedure in these cases?
the pilots get in? Is there some sort of manhole under the aircraft that can be opened to get inside with a sliding staircase or similar? Living in Africa, I have been to a couple of airstrips where these aircraft do land. Obviously all the airports had stairs but since we cope with some strange situations over here, the question came into my mind. What is the alternative should something go wrong...I see that big planes (for example B737, A319 etc and up) always need a staircase or a boarding tunnel in order for crew or passengers to enter the cabin since the position of the entry door is quite
I once had a traffic controller give me a hard time about how I requested IFR clearance once in the air. I had previously filed an IFR flight plan, and took off from my untowered home airport. On approach control's frequency, I said: Tampa Approach, Cirrus 123AB, 5 miles southeast of Tampa Exec at 1000 feet, IFR to Ft. Lauderdale Exec The approach controller responded, annoyed, saying something like "Well do you have an IFR flight plan or are you reporting IFR??" I had always used that phraseology because it seems the least wordy way to get the info across, which can be helpful when
In doing some planning for an upcoming flight, I noticed my destination (a towered airport) has a NOTAM about the runway: "FICON PATCHY ICE". That seems rather vague, I'd like more information before departing. Who should I contact to get more details about the runway conditions and how it might affect my flight?
It's easy to go online and look at prices of a Cessna 172, but what are some examples of how to breakdown the real world costs of ownership? how much other maintenance should you plan for? How much does an engine overhaul cost? Insurance hangar etc.. It would be great to also get some typical costs and ranges, since some element are more predictable than others. Obviously the costs will vary based on individual aircraft and location, as well as over time, but I'm looking for information that would help someone make the buy/rent decision. Prices can also vary geographically. I'm asking
Everyone I know knows about DUATS and Flight Service weather briefers, but you almost never hear about TWEB and TIBS. They have something to do with telephones and recorded weather information...are they the same thing? What's the difference between TWEBs and TIBS? When is it appropriate to use each?
I understand you're required to have an AZF-license, on top of a BZF-license to do IFR radio transmissions in Germany; I also figure the test is similar to the BZF license with a written and an oral part. What's a typical sequence of radio calls in the oral test? Are there any particular gotchas one should be aware of? I've read through a list of phrases (out of something called NfL), so I'm vaguely familiar with the differences from US phraseology, but I got from the BZF test there are other differences, like you tend to get a question "Are you ready to copy", rather than the "advise
I was taught during my private pilot training to only provide the minimum information necessary to the FAA when they ask for something so that you don't open yourself up to more scrutiny. In that spirit, what am I legally required to provide to an FAA inspector during a ramp check? If they ask for something, can I tell them "No" or "I will respond to that in writing within 30 days after I have my lawyer review your question"? In my car, I can refuse to let them look inside unless they have a search warrant. Does the same apply with a private airplane?
Without getting into the mess of redesigning existing Flight Data Recorders, I have a simple proposal that I think would help in deep water crashes. I propose that several floating cushion sets... quite a bit of information including the final GPS coordinates before the crash. These devices would be light and cheap. I'd think current planes could be retrofitted very cheaply. The only challenge would be the wiring needed to connect to the main FDR or the nearby data splitter. But just putting a few in the tail section alone would end this madness of having to find FDR's on the seabed to get
towing - but the idea would be to eventually reach a position that pays a decent salary. "Decent" isn't very precise but I mean something much higher than the low regional salaries mentioned...If someone decides to become a professional pilot - meaning an airline or business jet pilot in the USA - what does it cost to get the certifications and ratings and build enough hours to become employable? Let's assume that the person is starting from scratch and works through private, instrument, commercial and ATP qualifications. I'm thinking of a scenario where someone already has a career