here's something I *just* heard on JFK Tower: (thunderstorms previously this evening, tower clearing backlog with landings on 22L, takeoffs on 22R and 31L at kilokilo)
"Tower, our copilot would like to know if we can land on 22R"
tower told them, sorry, "tell your copilot we've got a long line of departures that have been waiting for hours. "
Why would the copilot want that different parallel landing? For certification currency or something? Doesn't quite seem obvious why though -- 22L has up to Cat III ILS, while 22R only has Cat I.
here's something I *just* heard on JFK Tower: (thunderstorms previously this evening, tower clearing backlog with landings on 22L, takeoffs on 22R and 31L at kilokilo)
"Tower, our copilot would like to know if we can land on 22R"
tower told them, sorry, "tell your copilot we've got a long line of departures that have been waiting for hours. "
Why would the copilot want that different parallel landing? For certification currency or something? Doesn't quite seem obvious why though -- 22L has up to Cat III ILS, while 22R only has Cat I.
I usually hear this request when it relates to a shorter taxi to the gate.
here's something I *just* heard on JFK Tower: (thunderstorms previously this evening, tower clearing backlog with landings on 22L, takeoffs on 22R and 31L at kilokilo)
"Tower, our copilot would like to know if we can land on 22R"
tower told them, sorry, "tell your copilot we've got a long line of departures that have been waiting for hours. "
Why would the copilot want that different parallel landing? For certification currency or something? Doesn't quite seem obvious why though -- 22L has up to Cat III ILS, while 22R only has Cat I.
Not sure since I've never flown into JFK. The CP could have been a commuter and was trying to make a flight home, is 22R a closer taxi to the gate? Could have been a joke from the Captain.
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These views are my own and do not represent the views of United Airlines or the ALPA.
Yesterday we were placed in a holding pattern NE of DEN because the airport was closed because of thunderstorms.
Our pilot announced that they wanted to do 15 mile legs, which was fine with ATC.
Does each airport have specific holding patterns and if so, where can I see the information for them? Are they referred to somewhere on the STARs map or is the information elsewhere?
Yesterday we were placed in a holding pattern NE of DEN because the airport was closed because of thunderstorms.
Our pilot announced that they wanted to do 15 mile legs, which was fine with ATC.
Does each airport have specific holding patterns and if so, where can I see the information for them? Are they referred to somewhere on the STARs map or is the information elsewhere?
Holding patterns can be different sizes, lengths, turn directions. Basically, holding patterns below 14,000' MSL are held at 1 minute legs. Above 14,000' we have 1.5 minute legs. That equates to about 4-5 mile before having to turn. In order to make it easier on the passengers, we ask for longer legs of holding, thus the 15 mile leg request. That is a very typical request.
Holding patterns can be published (arrivals, approaches, departures, can all have published holding patterns) or non-published and given verbally by ATC. If you want to see a holding pattern, you can go and look at any arrival to a major airport and you will see multiple published holding patterns.
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These views are my own and do not represent the views of United Airlines or the ALPA.
Last edited by aluminumdriver; Jun 21, 08 at 6:26 pm.
when landing, are you always using the ILS, even if cleared for the visual? Or are you not supposed to be using that if it's not specifically assigned, e.g. perhaps it is not approved to be used as a landing procedure if not explicitly stated? just out of curiosity, because I imagine that if a field has it, a pilot would always want to have it on to provide another reference. Or if I were a private pilot and even not rated for it, I would want to use the ILS as a crutch so not to have to rely on visual so heavily. Or is that a no-no?
when landing, are you always using the ILS, even if cleared for the visual? Or are you not supposed to be using that if it's not specifically assigned, e.g. perhaps it is not approved to be used as a landing procedure if not explicitly stated? just out of curiosity, because I imagine that if a field has it, a pilot would always want to have it on to provide another reference. Or if I were a private pilot and even not rated for it, I would want to use the ILS as a crutch so not to have to rely on visual so heavily. Or is that a no-no?
thanks!
Yes, at United we monitor an approach if it is available for that runway on a visual approach. It is a good safety backup for making sure we are going to the right runway.
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These views are my own and do not represent the views of United Airlines or the ALPA.
when landing, are you always using the ILS, even if cleared for the visual? Or are you not supposed to be using that if it's not specifically assigned, e.g. perhaps it is not approved to be used as a landing procedure if not explicitly stated? just out of curiosity, because I imagine that if a field has it, a pilot would always want to have it on to provide another reference. Or if I were a private pilot and even not rated for it, I would want to use the ILS as a crutch so not to have to rely on visual so heavily. Or is that a no-no?
First off, I'm a PPL, IFR rating and fly light a/c. It's always good practice to use all the resources available to you so even if flying a visual approach, it's always good to load up an IAP (instrument approach procedure) in the FMS (or equivalent boxes). For a Garmin 430/530 GPS, it gives you a TON of information including:
loading up the tower frequency and ILS frequency in standby (some auto-ident nav frequencies without additional prompting), distance to each fix, time to each fix, desired track, actual track, cross track error, glide slope (or glide slope like vnav) for a stabilized descent profile, plus lots of other options.
Also if say on a visual at night you unintentionally run into a cloud, you are already setup up to go back solely on instruments.
It struck me on a flight today that the ATC controller seems to give a reason for most of the instructions - is this a requirement, e.g. reduce speed to x for spacing; go to x feet but move quickly due to traffic; wait for x then y speed due to whatever .... Can a pilot decline an ATC position change? or is it just more information for the pilot?
It struck me on a flight today that the ATC controller seems to give a reason for most of the instructions - is this a requirement, e.g. reduce speed to x for spacing; go to x feet but move quickly due to traffic; wait for x then y speed due to whatever .... Can a pilot decline an ATC position change? or is it just more information for the pilot?
The controllers are pretty good about giving reasons for their clearances, especially if they're other than what we might expect. One reason is that, while they may give clearances, we are obliged to decide if it's the right thing for us. Obviously we will try to comply with a controllers clearance because it involves much more than us in our own world, but they can't just arbitrarily give clearances without a good reason, and they want us to know what their reason is.
I routinely ask what a speed, heading, altitude, or course change is for if the controller hasn't given me a reason.
Freshairborne
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These are my own observations and/or opinions, and not necessarily those of the Air Line Pilots Association or UAL Corp.
It struck me on a flight today that the ATC controller seems to give a reason for most of the instructions - is this a requirement, e.g. reduce speed to x for spacing; go to x feet but move quickly due to traffic; wait for x then y speed due to whatever .... Can a pilot decline an ATC position change? or is it just more information for the pilot?
For some clearances, they are required to give a reason in case of loss comm (communications). For instance, ATC says to fly a particular heading, they will also say "to intercept victor/jet XXX" otherwise you'd end up flying that heading 'forever' in the case of loss comm. (a bit of an exaggeration but per reg). Same goes for a hold. ATC always gives a "expect further at 50 minutes past the hour"...although in the case of radar coverage, ATC prays for you to get out of their system ASAP in the case of loss comm.
In this day and age, loss comm is extremely rare. Even in a light a/c, for IFR work, you'll have 2 comm radios. I even have the direct phone line of Norcal in my cell phone.
There is an interesting conversation going on in the thread about US pulling their IFE to save 500 lbs and the fuel to carry it (and the fuel to carry the fuel to carry it...)
It got me thinking. If the weight on the plane is slightly out-of-balance, do you have to trim it out (or does the autopilot)? Does the trim create drag and cost fuel?
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"..and that is why I prefer WN"
"Yea. Try flying WN to PVG."
I flew NRT-TPE the other day on NH, and they have a camera mounted that allows passengers to see the view out front. Watching the pilot taxi around NRT it got me thinking - how much practice does it take to stay on top of that yellow line? The pilots are way up high, and the nose wheel is below, but the NH pilots did a remarkable job of keeping right on top of the line.
