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The Ferret King posted:Yeah when I hear airline pilots or other folks way up high calling out for help finding a frequency I always hear them call for Center and think to myself "center can't help you, buddy, they're not listening." Jesus, I loving hate Guard Nazis. I had an interesting situation last night coming back from Switzerland to the US. Gander Center apparently forgot all about us and we flew out of their sector way beyond VHF range. We found a random Montreal Center sector on JeppView and contacted them for a good freq. Before he let us go, the Montreal controller wanted to know how we got that freq and why we were calling (it seemed pretty obvious and we initially told him what happened). It was almost like he wanted to stick it to the Gander controller for losing us. Is this a thing?
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Feb 19, 2014 16:32
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KodiakRS posted:Question for you ATC folks: Spacing and habit. I know KLAS tower does this all the time to get more metal in the air with less than normal IFR separation. They let departure control deal with it until the routes fan out and separation naturally increases. I'm pretty sure that is why you get random kooky altitudes versus the RNAV SID ones.
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Mar 15, 2014 14:12
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MrYenko posted:I wish they'd do that. Sadly... Hah! I flew right through that at about 1900L (in the back of a Spirit A320). Florida weather, not midwest weather.
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Mar 19, 2014 01:29
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kmcormick9 posted:Nope. DOOBI1 Should be a STAR to Boulder, CO. 
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Jun 10, 2014 21:15
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thehustler posted:Not a controller or a pilot but it seems like the comments on there suggest that while the pilot was a massive douche, the controller didn't tell him how to get where he wanted him to go? I'm a pilot who worked for an Atlanta-based airline. The controller notified the crew as gently and non-confrontationally as possible and Captain Happy acted like an enormous cock. Like WTF is wrong with you cock-ness. Like maybe you should call off sick and get counseling cock-ness. Possibly attaining turn this loving thing around and go back to the gate, Captain Psycho cock-ness.
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Jul 28, 2014 19:10
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Tommy 2.0 posted:At ZJX, at the "Ocean" sectors (Torry/Metta/Knemo), it is all professional pilots in high performance planes at high altitude. All north and south bound. drat near ZERO crossing traffic. Because of the absolutely lack of complexity you can cram a LOT of planes in these kind of sectors and have your feet kicked up. Like, 30 planes and still approving IAFDOF without a lot of thought. The ultra-high sector this time of year having 50+ planes is a normal thing. I'd imagine the Miami center guys experience the same thing. I've been flying out of PBI almost exclusively to TEB the past four months and it's crazy how much traffic is near AR16/19. Heading north we'll get held down for a couple of JetBlue guys heading to FLL, but almost always get turned direct SNABS way before the airway. Sometimes I when I don't see a conflict on the TCAS I'll select the ABV/BLW setting and it'll look like moths around a porch light. A serious shitload of traffic. Not being started down way early is nice on the return. We buy cheap gas at home in PBI and I look like a stud to the boss when I can land with skosh fuel. Please don't make me divert for fuel to MLB for my insolence.
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Jan 14, 2016 04:35
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MrYenko posted:If you're going into PBI on the WLACE, there's a decent chance you're talking to me. Say hi. We usually get routed on the FRWAY5, but I'll ask for Yenko... or should I ask the dude on the freq if they have stairs in their house?
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Jan 14, 2016 05:53
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MrYenko posted:If you're coming from the northeast, you shouldn't ever see the WLACE unless poo poo is hosed. If you head back towards the northland overland, via the TBIRD or LMORE, that's also possibly me. Keep an eye out for N343MG - that's me. Well, most of the time (there's three of us).
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Jan 14, 2016 15:52
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Got to pick it up at the delivery center in KLIT back in September. It is a nice example - a lot more reliable than the last one I flew for 5 1/2 years. I gave up my Chicago winters and now I can have a boat parked behind my house.
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Jan 14, 2016 19:01
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That's the company's old (very nice) F900. There's 7X pics out there somewhere, but I'm flying in it right now and can't let Mrs Boss see me hosting pics on Imgur.
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Jan 14, 2016 20:42
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hobbesmaster posted:This one then? Heh, yep that's it with me in the right seat. That was our first big trip in the new aircraft, taken at Farnborough back in October. Here's a couple more: This was after a 8-hour cold-soak flight where we tried out EVERYTHING in the aircraft... Everything. Dropped the RAT (ram air turbine) on final to check it's operation. It's not as loud as in the sim, but it's still loud.  This was the morning we delivered it after the ceremony. Dassault hanger in Little Rock: 
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Jan 15, 2016 04:58
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Gander. ATC clears random callsign climb and maintain FL410. Report level FL410 on this frequency before 36 West. Random callsign climb and maintain FL410, report level prior to 36 West. Gander. Random callsign. Gander. This could go on all day.
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Feb 10, 2016 19:11
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hjp766 posted:Trying to get T16 clearance off Shanwick using hf when its busy. Oh. Hell There used to be a controller we called "last word Mary" at PHL Approach who had to have the last word in an exchange. Cue dozens of easily amused Commuter pilots engaging in endless "see-ya!", "so-long!" and "Roger" battles with her during frequency changes. OCD is a hell of an affliction.
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Feb 13, 2016 22:57
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MrYenko posted:Our metroplex team is having fits designing our new procedures (including descend/climb via procedures,) because at this point in development, the simulated aircraft are all B738s with identical operating characteristics and every day is a perfect standard-day. (59°F and 29.92inHg,) which is clearly ridiculous, but even with those restrictions they're still having a hard time making some of it work... Hmmm. Building STARs around SWA 73's doing .74M/260K in the descent isn't going to be pretty with corporate guys like me trying to maintain .85M/350K. I like that you and your fellow cave dwellers have been nice enough to reroute us over Ormond on the FRWAY5 lately when we race up on a line of Wonder Bread jets heading into FLL and MIA. Since Florida airspace architecture is so narrow, would high speed/low speed STARS make sense or does it dick things up at the arrival gate? We climb out at fairly normal speeds, but we scream in the descent - particularly if we left the boss back in NYC (noise at higher IAS).
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Mar 29, 2016 02:32
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The Ferret King posted:First time I've heard about SWA jets being slow, haha. Is it just traffic congestion? I mean, if it's busy, nobody can go fast. That's just how it works. SWA went to a FMS cost index of 20 when their fuel hedges went tits up a few years ago, so now the Kernals descend at .74M/260K. Anybody there with a brain (and who wants to grab some Burger King during the turn) flies at a more reasonable speed, but as you indicated you can only go as fast as the slowest guy. Which is bullshit. I get paid a salary and have a 2.5 hour drive home. 
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Mar 30, 2016 14:57
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MrYenko posted:I can tell you to slow down. I can't make the A321 climb any faster, or get the Eclipse jet to do 270kts. I will say that the past couple of times I was heading south we were at the front of the pack. MIA asked us our speed in the transition. "330K". "Can you give us 350?" "Affirmative." It does get pretty loud at 8000ft at that airspeed, though.
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Mar 30, 2016 15:01
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The Ferret King posted:That doesn't sound right.... 12+ miles offshore. 
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Mar 30, 2016 21:48
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MrYenko posted:I just had an air carrier report moderate mountain wave turbulence. I reported moderate mountain wave over Va Beach yesterday at about 4pm before I caught myself. Serious wave, just associated with the core of the jet stream. Please don't judge me.
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May 1, 2016 03:25
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MrYenko posted:Trump spending significant time in Palm Beach is the number one reason to not vote for him. Obama's trips to Miami gently caress south Florida into a cocked hat. Trump coming down on the regular would be a gigantic gently caress-fest. My pricipal, who lives across Ocean Blvd from Mr Pumpkin Hair and recently held a fund raiser for him, is going to poo poo a brick when he finds out the ramifications of PH becoming President on our aircraft operations out of PBI. I'm trying to decide the proper moment during the campaign to drop that little nugget of wisdom on him.
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Aug 9, 2016 09:03
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MrYenko posted:Consider this a formal request for you to record his reaction. I'm sure it will be the same reaction he has to anything inconvenient I lay on him - sputtering and cursing. Maybe I can talk him into basing the aircraft at FXE or, even better, Naples (20 minutes from my house). 
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Aug 9, 2016 15:37
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hjp766 posted:An apology to whichever of you poor buggers were working arrivals to Vegas Monday... yes I was in THAT A330. But seriously... 1 in loving 4 descent angle if we are lucky, and it was 30-50 knot tail all the way loving down. I was trying to explain in simple terms that I cannot do 300 knots level and end up 4000 feet high and then get in. You stop my descent that you have already delayed and I will slow to 220 knots 100 miles out... no other way to do it... Just over 10 years ago (holy poo poo time flies) when I first started flying a BBJ over in Russia, all the ATC arrival procedures to Moscow were geared toward the old, Soviet-era jets that had been plying the skies over there for 40 years. Since most of these aircraft were slick-wing jets with insane wing-loading, ATC expected all aircraft to be able to make 2 to 1 descents at 300 knots. The BBJ would not do this - especially since Boeing had restricted Speed Brake travel from their already anemic performance on the 737 for some reason. The first time I approached Moscow from the east, the dude I was flying with briefed me on the procedure he used to accommodate the ridiculous descent: "about 20 miles after you start freaking out because of how high you are, slow the aircraft back to below 205 knots, dump the gear and Flaps 15. Stop laughing. When you get the descent clearance, nose the bitch over and keep it just below the 205 knot Flap 15 speed." My response was "I'm not going to loving fly like that. ATC will have a fit over how slow I'm going a hundred miles from the airport." He just shrugged and said "We can try it your way, but ATC is going to bone us with vectors." ATC boned us with vectors. I ended up over Vnukovo at something like 11,000ft and 320 knots and we got vectored out 70 miles or so to the south at Flight Level not-very-many-meters, burning a poo poo-load of gas and cutting into our reserve before we landed. "Told you so." A week or so later we were back flying Tyumen to Moscow and I watched other dude do it his way with nary a peep out of ATC for the incredibly weird descent profile. About six months later we hired a guy I'd flown with in the 737 at ATA and when I explained what I was going to do to get down approaching Moscow, he looked at me exactly the same way I had looked at the first guy. WTF? "Seriously, trust me on this."
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Jul 18, 2018 14:43
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I'd like to think that the owner is a porn baron and the aircraft was full of hungry, over-made-up porn chicks. I would proudly fly MrFap - well, a contract trip at least.
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Jul 21, 2018 13:43
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MOVIE MAJICK posted:I'm interested but don't understand what flaps 15 means or why flying like that is weird. You generally only commit to extending the flaps and gear (especially flaps 15 in the BBJ - it's an intermediate landing flaps setting) when pretty far into the approach environment because you have to slow way below normal cruise air speeds to reach the maximum flap and gear speeds. This funky maneuver was employed probably 100-150 miles out from the destination airport and would have produced squeals of outrage from ATC and probably certificate action in the US. Only because the Russians left aircraft so many miles in trail of each other was this not the case there. Every airport was a slot-controlled airport. Permits were required to fly between different Flight Information Regions (FIR's). ATC in every country wants you to do what you filed on your flight plan. The ICAO (International Civil Aviation Organization - the worldwide convention that defines common aviation procedures) rules and State AIP's (local differences from ICAO standards) dictate how you're supposed to fly. Russian Transition levels/altitudes were ridiculously low. In the US Transition occurs at 18,000 ft everywhere. Leaving Vnukovo the Transition altitude was 600 meters QFE, which is roughly 1800ft above the ground. This caused massive problems to foreign air crews not used to this, since you would routinely get a climb clearance to 1000 meters before takeoff and if you were fatigued or overworked (not uncommon for operating over there) you could miss the transition altitude setting to standard and level off hundreds of feet in error - depending on the local barometric setting. It could really be a goat rope.
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Jul 30, 2018 21:59
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KodiakRS posted:Apparently the mountains in Russia change their height based on the local altimiter setting. QFE is a MF.
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Jul 31, 2018 12:28
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