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Captain Apollo posted:Ferret king: Does ATC have the current ability to tell which airplanes are equipped with ADSB and those that aren't? Yes. It's pretty recent and most of us in the terminal environment don't enable the feature ever.
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Jul 7, 2016 04:42
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Recent to all facilities or a major places like you're at now?
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Jul 7, 2016 05:41
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In enroute, ADS-B out equipped airplanes will display an uncorrelated limited data block with a callsign, which is a little confusing, since previous to ADS-B, the only way to see a callsign was to input it into a flight plan, in some way. It confuses the hell out of bad controllers, and is extremely amusing, CONTENT:  Base ops building at KFMY. Their T-6 has a ceiling fan. Yes, of course it was running. 
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Jul 7, 2016 05:41
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Captain Apollo posted:Recent to all facilities or a major places like you're at now? It's a recent addition to the STARS radar interface/display. So, Corpus has it, Waco doesn't. The map in the radar systems post shows who has STARS. ADSB is rolling out to those facilities on a timeline I'm not fully aware of. It does absolutely nothing for us right now.
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Jul 7, 2016 05:46
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The Ferret King posted:It does absolutely nothing for us right now. As a clarification, in ERAM, we can display it, but ADSB isn't an eligible sensor for separation purposes.
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Jul 7, 2016 05:48
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What's the point of the ADS-B mandate, from an ATC point of view? For those unaware, all airplanes flying in "controlled" airspace need ads-b out capabilities by 2020. I feel weird that my N number is on permanent display even in radar. Hopefully that doesn't translate somehow to flightaware.com but I've heard that ADS-B out can be turned on and off by the pilot somehow.....
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Jul 7, 2016 05:55
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I'll let you know in 2020 if we are then able to use ADSB for separation. Presently, it means nothing to us. I think there are some oceanic center sectors using it to allow for closer spacing in areas with no radar coverage. Those are fringe cases, and also not terminal, so I couldn't offer much information about them.
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Jul 7, 2016 06:03
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From a flow control perspective, it's potentially huge, since enormous tracts of airspace that are currently non-radar with 10min separation standards will suddenly become "radar," with regular 5 mile separation standards. It will allow the Atlantic routes from South Florida to the northeast to remain open more, even with weather. (Right now, any weather along those routes generally shuts them down, since ATC can't really approve deviations in non-radar airspace.) The same goes for routes over the Gulf of Mexico. It also allows uncontrolled traffic to self-separate from other uncontrolled traffic, which is personally one of my favorite features. In an ideal world, where ADS-B out was compulsory, it would mean far more complete picture of uncontrolled traffic, allowing for better decisions for controlled traffic. That isn't the case though, since ADS-B out is only required in airspace that currently requires a mode-C transponder. (I see the point of that decision, and I mostly agree with it, but compulsory equipage would have been AMAZING.) ADS-B surveillance is also a MUCH more precise sensor, since the position data is derived from the aircraft's GPS receiver, which is often accurate to within a single meter. Compare that to the precision of primary and secondary surveillance radar, which often disagree noticeably even when the secondary antenna is literally attached to the primary antenna, and are co-rotating. There's a reason our lateral separation standards are THIRTY TIMES greater than our vertical standards...
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Jul 7, 2016 09:17
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I heard some horrible figure recently that the actual physical location of an aircraft coincides within the lateral limits of the displayed target on the screen (the dot/symbol representing the aircraft) only ~40% of the time. The remaining time, the aircraft is near the target marker but not touching or contained within it.
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Jul 7, 2016 14:35
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On the subject of multiple instructors during one's training, most of my time has been split between the chief instructor and the next most senior guy where I learn, with a couple of flights now with a fairly newly-minted guy. They all have slightly different ways of doing certain things (e.g. downwind checks) which can be slightly annoying when you've developed a flow but it's nothing major. Overall I have found that each one of them has at on time or another given me a different insight into something and I can roll all of their respective bits of advice into one ball of useful stuff.
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Jul 7, 2016 14:44
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Well, just got hired at Endeavor  . I felt bad for the Captain giving the presentation going over his early regional career at sub-20k while us applicants were sitting pretty coming in at 50. My hats off to the "lost generation" for slogging it out over the last decade. I was lucky enough to spend it, instead, doing all sorts of acro and warbird flying for a lifetime's worth of awesome memories. Now it's time to take to the air with Canadair!
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Jul 7, 2016 21:15
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Welcome aboard! It's a pretty good place to be right now. Going to NYC? I'll be upgrade training in August for the 200 at JFK. Build your time as fast as you can. Two year upgrades and dropping rapidly.
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Jul 7, 2016 21:36
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Hey man congratulations that's awesome.
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Jul 7, 2016 21:37
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MrYenko posted:From a flow control perspective, it's potentially huge, since enormous tracts of airspace that are currently non-radar with 10min separation standards will suddenly become "radar," with regular 5 mile separation standards. It will allow the Atlantic routes from South Florida to the northeast to remain open more, even with weather. (Right now, any weather along those routes generally shuts them down, since ATC can't really approve deviations in non-radar airspace.) The same goes for routes over the Gulf of Mexico. It also allows uncontrolled traffic to self-separate from other uncontrolled traffic, which is personally one of my favorite features. Best display option ever on the new bus is traffic ID. We can in uncontrolled controlled airspace (Greece, NAT, etc) self separate as we can see each others ground speed and call sign and correlate between ourselves. Honest we don't regularly now try and maintain .81 cruise, 330 on conversion in the 321 to overtake the competition 
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Jul 7, 2016 21:38
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The Ferret King posted:I heard some horrible figure recently that the actual physical location of an aircraft coincides within the lateral limits of the displayed target on the screen (the dot/symbol representing the aircraft) only ~40% of the time. The remaining time, the aircraft is near the target marker but not touching or contained within it. Sounds about right. I've seen primaries and secondaries for the same airplane that aren't even touching. (That sector runs on a 65nm scale, for those with adjustable display scales.)
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Jul 8, 2016 02:29
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Never a dull moment in naval aviation: https://www.youtube.com/watch?v=r-EHwYOfY94 (no ejection seats on the E-2 [or C-2] btw) overdesigned fucked around with this message at 00:08 on Jul 9, 2016 |
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Jul 9, 2016 00:04
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overdesigned posted:Never a dull moment in naval aviation: Holy. loving. poo poo.
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Jul 9, 2016 00:15
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I bet they had to toss those flight suits in the incinerator.
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Jul 9, 2016 00:41
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loving mad props to those pilots
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Jul 9, 2016 01:08
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God drat. I wonder if they got into ground effect and surfed that plane back in the air.
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Jul 9, 2016 01:31
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overdesigned posted:(no ejection seats on the E-2 [or C-2] btw) Nope, but you can see the open ditching hatch, just in front of the rear rotodome pylon on the right side. This is why that's kept open for takeoff and landing!
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Jul 9, 2016 02:12
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Jesus. Is it true that standard procedure is to go to full throttle as soon as you touch down just in case you don't catch the cable or something like that happens? If so, well, it seems like it was well-advised.Animal posted:I bet they had to toss those flight suits in the incinerator.
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Jul 9, 2016 02:16
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I'm assuming no CVR on that as well, right? Cause holy poo poo I'd love to hear the conversation in that cockpit.  Hope nobody got nailed by the retreating cable chunks.
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Jul 9, 2016 02:17
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PT6A posted:Jesus. Is it true that standard procedure is to go to full throttle as soon as you touch down just in case you don't catch the cable or something like that happens? If so, well, it seems like it was well-advised. Yeah. To quote a guy from the Aeronautical Insanity thread: Wingnut Ninja posted:Normal landing configuration is 2/3 flaps, and you go to max power as soon as you hit the deck. If the cable snaps like that, you go full flaps and raise the gear. Fortunately the stall speed with full flaps/gear up/max power is like 65kts, but that was a loving pro recovery. Duke Chin posted:I'm assuming no CVR on that as well, right? Cause holy poo poo I'd love to hear the conversation in that cockpit. Correct, no CVR, I'm willing to bet it was something along the lines of "GEAR GEAR GEAR GET THE FLAPS FULL FLAPS poo poo poo poo WHAT THE poo poo". quote:Hope nobody got nailed by the retreating cable chunks. Eight people got hurt, some pretty seriously. They had to medevac them to an ER in Norfolk. That cable is a real motherfucker when it snaps.
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Jul 9, 2016 02:23
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Wingnut Ninja posted:Eight people got hurt, some pretty seriously. They had to medevac them to an ER in Norfolk. That cable is a real motherfucker when it snaps. That sucks. I remember a handful of dudes getting pretty jacked up from that classic F/A-18 cable snap youtube that always gets posted around here/Aeronautical Insanity.
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Jul 9, 2016 02:30
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Next question: if the cable snaps like that, what does the aircraft do after recovering? Is the arresting system still operational after a cable snaps, or do they have to divert?
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Jul 9, 2016 02:39
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PT6A posted:Next question: if the cable snaps like that, what does the aircraft do after recovering? Is the arresting system still operational after a cable snaps, or do they have to divert? Pretty sure there are like 4 or 5 cables just in case the pilot misses the first one
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Jul 9, 2016 02:44
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two_beer_bishes posted:Pretty sure there are like 4 or 5 cables just in case the pilot misses the first one Third one. They shoot for the 3rd.
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Jul 9, 2016 02:51
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PT6A posted:Next question: if the cable snaps like that, what does the aircraft do after recovering? Is the arresting system still operational after a cable snaps, or do they have to divert? two_beer_bishes posted:Pretty sure there are like 4 or 5 cables just in case the pilot misses the first one Two different things here. Yes, there are multiple cables, but after a cable snap like that they're going to divert everyone (as they did in this case). They're now dealing with injured people on the flight deck, potentially dangerous damage to equipment (lots of things that can burn or explode if a whipping cable hits them), and they don't know if whatever caused one cable to fail could be affecting others as well. For qualification training like this was, they're right off the coast so it's very easy to fly back to shore if anything goes wrong.
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Jul 9, 2016 02:54
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Yes, but is the system considered serviceable with one cable missing (even though there are multiple cables)?
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Jul 9, 2016 02:54
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Almost all have four wires but one (two?) of the carriers is a three-wire boat but I can't remember which. They all have a spare cable housing though, I think, I'm guessing so if one does break they can re-rig to the new housing. e: and each cable attaches to its own arresting engine. The others will work, you'll be able to land still with one broken.
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Jul 9, 2016 02:56
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PT6A posted:Yes, but is the system considered serviceable with one cable missing (even though there are multiple cables)? In normal operation, sure. They'll periodically strip one of the cables for maintenance and just have 2 or 3 wires up (older ships like Ike can rig up to four cables at a time, newer ones only have three).
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Jul 9, 2016 02:58
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http://avherald.com/h?article=49adef6e&opt=0 Lol the real pilots at mainline can gently caress up too.
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Jul 9, 2016 03:25
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Two Kings posted:Welcome aboard! It's a pretty good place to be right now. Going to NYC? I'll be upgrade training in August for the 200 at JFK. Build your time as fast as you can. Two year upgrades and dropping rapidly. Nah, no way me or my wife wanna move to NY. But we're very evenly split between Minneapolis and Detroit. Is it true from your perspective what they told us in the pep rally, that I can be virtually certain of bidding and getting the base I want within 6 months of starting, if I don't get it initially? Congrats on your upgrade! When did you start? Captain Apollo posted:Hey man congratulations that's awesome. Thank you!
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Jul 9, 2016 03:55
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Rickety Cricket posted:http://avherald.com/h?article=49adef6e&opt=0 Delta seems to have a knack for timing their screwups to be eclipsed by much bigger news stories happening the same day. Back in May, Delta had a 767 get intercepted by F-16's near Greece after it failed to respond to radio calls for 30 minutes, but because that was only a few hours after EgyptAir 804 crashed, it got almost zero media attention, and the events in Dallas last night likely kept the Ellsworth incident out of the news as well. Kind of surprised this isn't a conspiracy theory yet.
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Jul 9, 2016 04:20
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overdesigned posted:Never a dull moment in naval aviation: JFC, I totally thought he was going in the drink. That's insane.
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Jul 9, 2016 05:02
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azflyboy posted:Delta seems to have a knack for timing their screwups to be eclipsed by much bigger news stories happening the same day. Dont forget a few years back when the nw guys (premerger) overflew their destination by an hour and got a ton of media coverage, delta landed on a taxiway in ATL like a day later and got completely ignored. It really is odd greasyhands fucked around with this message at 15:48 on Jul 9, 2016 |
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Jul 9, 2016 15:45
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vessbot posted:Nah, no way me or my wife wanna move to NY. But we're very evenly split between Minneapolis and Detroit. Is it true from your perspective what they told us in the pep rally, that I can be virtually certain of bidding and getting the base I want within 6 months of starting, if I don't get it initially? That's how it has been lately. The movement should continue pretty steadily between the guys leaving for Delta and the new hires. I started in Late 2014.
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Jul 9, 2016 15:51
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There was a lot of discussion of that cable failure in GiP back when it happened, which led to this wonderful slice of instructional filmmaking. I wince every time I see someone towing a vehicle with rope now. https://youtu.be/LGH_GUbdTeQ
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Jul 9, 2016 18:21
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Just completed my first oceanic crossing, PSM - HHN. I can't say I memorized all the little steps. Time to find some German beer and see what Tinder has to offer.
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Jul 10, 2016 15:13
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