Classic British Flight Sim

Ahhh the lady!

Hey where are your manners! I want to see a capital L when you speel out her name.

Garry Russell wrote:Interesting what you say about more visuals and more and more relaxed in the US

Is that why you've had so many collisions between airliners and light aircraft compared to the UK??

That made me chuckle pal.

NigelC wrote:Thing that gets me about US, and it's led to many near misses, is the use of cross runways. LH454 Super is cleared to land 28R and Redwood 342 is cleared take off 01R ten seconds later. OK, plenty of room on this occasion, but it's a recipe for disaster.

The thing there is blatant disregard for the rules by ATC and pilots alike in those situations in the false idea of "getting them in/out". The LAHSO rules in the US and crossing runway restrictions are pretty clearly spelled out for controllers on when they can be used and especially the requirements for weather conditions. Use of crossing runway departures is only allowed during VFR weather except in very specific circumstances and those are tightly controlled as to requirements for time and distance between traffic. All of the near misses that have occurred were due to a controller not following those requirements and the pilots not having proper situational awareness and telling the controller "unable", despite knowing something was wrong. With a "Heavy" or "Super" aircraft, LAHSO is not allowed. It's not even allowed for most "Large" category aircraft unless the landing distance to crossing runway is over something like 6,000 feet (don't have the 7110.65 handy right now, but it is published online here - FAA JO7110.65 for anyone who wants to look at it).

There is also the Aeronautical Information Manual for the pilot here - FAA Aeronautical Information Manual that covers the pilot side of the equation, specifically Section 4-3-11.

Garry Russell wrote:Interesting what you say about more visuals and more and more relaxed in the US

Is that why you've had so many collisions between airliners and light aircraft compared to the UK??

Actually, it's not. All of the mid-air collisions between light aircraft and airliners occurred during the initial approach or cruise phase, when the airliner was still under rigid control by ATC. The problem was that the light aircraft had entered controlled airspace without clearance and without their transponders working properly. Since better training has been implemented and better radar systems put in place, there hasn't been such a mid-air collision since the mid-1980's. All a visual approach does is allow the pilot to determine his own approach path once the airport is in sight and not be rigidly constrained to the instrument glidepath and speeds. He is still (by regulation) required to have the instrument approach available and must change to it if sight of the airport is lost, but it's chief advantage is that you can fly a much shorter approach path with a visual approach by flying what is basically a standard box pattern from the downwind or base and keeping visual separation from other traffic instead of having to keep your head down the whole approach and then "popping up" once you get in low.

In Europe, reliance on the autoapproach and autoland systems is very high. In the US, it's not. That is a lot of the difference as well. Many pilots here in the US prefer to fly the entire climb by hand, only turning on the autopilot once reaching cruise and then deactivating it once beginning the descent. It also goes to the fundamental training differences between the US and Europe as well. I'm not saying one is better than the other, but the European training for airline pilots relies much more on the autoflight systems as the basis of the training while in the US, manual control of the plane is still first with the autoflight systems supplementing and enhancing the pilot's capabilities instead of replacing them. One of the more clear examples of this is that Frontier Airlines, when it bought its A319's did not equip the aircraft with autoland. Southwest Airlines, until the acquisition of the 737NG, did not have autothrottles on its aircraft. Some of it is cost, but others, it's simply the belief that the pilot should always be the primary person in control of the airplane and that the automation is only there to give him a break on occasion.

Aviation safety is priority one here in the US. No fooling around over here.

Tonks wrote: We refuse to accept the "Land and hold short" clearance.

Tonks wrote: Also very surprised he took the auto thrust out...

Left me wondering too.
I don't quite understand why he does so... for fun?


Best,

Nick

WhisperJet wrote:I don't quite understand why he does so... for fun?


Best,

Nick

It could be a German thing...

http://www.youtube.com/watch?feature=pl ... -V_QfMH7Ig