Aviation

#51
#51
GAVol said:
No matter how much I fly, I constantly watch the telemetry, look at landmarks, look out the window, etc just because I think it's all cool. I'd definitely want to know.

Last week, I flew out of Phoenix and we had to swing way to the south to avoid some weather. I probably spent 10 minutes trying to figure out where the Mexican border was.
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Don't worry..Trump will fix that
 
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#52
#52
FLVOL_79 said:
Yes.

Usually ATC tries to keep a 3 mile separation. But if its above or below I believe about 1000 feet is the norm. Airspace is basically sliced up into vectors. Weather and surveillance capability can dictate separation as well.
airspace-chart-large.gif
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Thanks for the help. As long as an aircraft is 1000 feet above or below, they can be on the exact same track. Now that we all have GPS navigation we are waaaaay more accurate than in years past. I was going across the tracks one night, and my terrain warning went off. At 2 o'clock in the morning, over the ocean, I get a loud "TERRAIN, TERRAIN". That will get your attention. I looked down and saw an airplane 1000' under me going faster. The GPWS (ground proximity warning system) goes off when it senses a rapid closure rate on the radar altimeter. So it went from 30,000' to 1,000' in about a second. That is a testament to the GPWS system and the accuracy of the GPS nav systems. I think that guy did it just to wake me up

Oh, and 79, I really like getting the ATC perspective on some of these things as well. Thanks for dropping by.
 
#53
#53
SpaceCoastVol said:
Thanks for the help. As long as an aircraft is 1000 feet above or below, they can be on the exact same track. Now that we all have GPS navigation we are waaaaay more accurate than in years past. I was going across the tracks one night, and my terrain warning went off. At 2 o'clock in the morning, over the ocean, I get a loud "TERRAIN, TERRAIN". That will get your attention. I looked down and saw an airplane 1000' under me going faster. The GPWS (ground proximity warning system) goes off when it senses a rapid closure rate on the radar altimeter. So it went from 30,000' to 1,000' in about a second. That is a testament to the GPWS system and the accuracy of the GPS nav systems. I think that guy did it just to wake me up

Oh, and 79, I really like getting the ATC perspective on some of these things as well. Thanks for dropping by.
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When we used to lose our beacon radar we always had to go to 5 mile separation. With all of the GPS and radar sensors we have now it really doesnt matter what we lose we still have 3 mile separation. Targets also update ever second on the scopes. 10 years ago it was 4 seconds...
 
#54
#54
Hey, a request, when you guys are using acronyms please define those or write full name (at least the first time).

tia. (Thanks in advance )

jmo (just mcdad's opinion)
 
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#55
#55
McDad said:
Hey, a request, when you guys are using acronyms please define those or write full name (at least the first time).

tia. (Thanks in advance )

jmo (just mcdad's opinion)
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You mean crossing a VOR and getting vectors before capturing the LOC after turning at the DME for an ILS approach in IFR conditions is confusing?
 
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#56
#56
Septic said:
You mean crossing a VOR and getting vectors before capturing the LOC after turning at the DME for an ILS approach in IFR conditions is confusing?
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A lil bit confusing, yes.
 
#60
#60
AirVol said:
SCV, have you ever exceed your takeoff weight and took off anyway?
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No. Not a smart thing to do. If I do and have an engine failure and run off the runway, I get hung even if nobody gets hurt. Now I will say that it is much different than taking off overweight in a Cessna as the structural failure weight is much much higher than our limit. In a Cessna, the weight they 'recommend' is the "This thing ain't gonna fly" weight.
 
#62
#62
Either one of you ever had a near miss with another plane? That'd be a fear for me.
 
#63
#63
joevol33 said:
Either one of you ever had a near miss with another plane? That'd be a fear for me.
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I know of a story about a ATC keeping a couple of planes from crashing. I don't have all the details but he and his wife were sent to the Bahamas after he kept them from crashing in to one another.

Early 1990's when this happened.

Editted to add: he was a Memphis ATC. I know the man personally.
 
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#64
#64
This is an interesting thread. When I was young I wanted nothing more than to fly planes and was accepted to and planned on going to Embry Riddle. My father had different plans and I lost my dream and ended up doing industrial controls.

Never the less I made a good living and ended up flying for a living as a passenger 100's of times.

The first 757 I flew on was out of Knoxville. The pilot seemed to be very proud of the brand new plane and came over the PA system to tell us all about how it was equipped with a state of the art auto pilot that could land the plane and bring it to a stop. That was probably in the mid 80's.

Since then flying has become really mundane and boring and I really hate the experience.

I will say that if flying overseas I prefer the 767 if in coach class, I like the 2-3-2 seating.

Old flight attendants on the US carriers are hard to take though.
 
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#66
#66
McDad said:
Are pilots trained on giving the flight details to the passengers? Everyone does it the same way and it seems like you all have the same voice.
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Sort of like every DJ at a strip club has the same voice, or so I've heard.
 
#67
#67
joevol33 said:
Either one of you ever had a near miss with another plane? That'd be a fear for me.
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I don't fly and I'm not a controller. I just run IT and radar in central Florida for the FAA. I am always in the tower or our Terminal Radar Approach Control (TRACON).

I did however see a southwest plane come in for landing on Wednesday and abort at the last second. The pilot said he an abnormal approach. The guys in the tower made quick work of getting him back to our fourth runway. I thought it must suck to be on a plane when that happens. I mean the guy was maybe 500 yards from the runway and pulled up..

I will say..I do see/hear a alot of CA alarms on the scopes..aka collision alerts..all I know is that means the automation system is basically saying "hey controller these dudes are getting a bit close!".
 
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#68
#68
VolStrom said:
This is an interesting thread. When I was young I wanted nothing more than to fly planes and was accepted to and planned on going to Embry Riddle. My father had different plans and I lost my dream and ended up doing industrial controls.

Never the less I made a good living and ended up flying for a living as a passenger 100's of times.

The first 757 I flew on was out of Knoxville. The pilot seemed to be very proud of the brand new plane and came over the PA system to tell us all about how it was equipped with a state of the art auto pilot that could land the plane and bring it to a stop. That was probably in the mid 80's.

Since then flying has become really mundane and boring and I really hate the experience.

I will say that if flying overseas I prefer the 767 if in coach class, I like the 2-3-2 seating.

Old flight attendants on the US carriers are hard to take though.
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I've had many relations with female flight attendants..basically the big money trips will never have hot ones. The hot ones (and there are lots) get the crap flights because they basically pick and choose their flights on their companies website. Seniority comes into play big time.
 
#69
#69
Pacer92 said:
What did you guys fly in the military? Train on?
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I was just a maintenance guy. I worked on MH-53's, AC-130's, MC-130H's, MC-130Ps, MC-130E, and MH-60's. I mainly worked infrared targeting systems, airborne radar, navigation, and communications. I then went to the FAA where I work on the ground radar and automation systems that basically create the ability to control the airspace here in the USA and the world. If you ever visit Orlando and see the spinning thing on top of the tower, that's mah baby.
 
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#70
#70
FLVOL_79 said:
I was just a maintenance guy. I worked on MH-53's, AC-130's, MC-130H's, MC-130Ps, MC-130E, and MH-60's. I mainly worked infrared targeting systems, airborne radar, navigation, and communications. I then went to the FAA where I work on the ground radar and automation systems that basically create the ability to control the airspace here in the USA and the world. If you ever visit Orlando and see the spinning thing on top of the tower, that's mah baby.
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I've rode in AC-130's multiple times....surprisingly powerful aircraft...
 
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#72
#72
VolStrom said:
This is an interesting thread. When I was young I wanted nothing more than to fly planes and was accepted to and planned on going to Embry Riddle. My father had different plans and I lost my dream and ended up doing industrial controls.

Never the less I made a good living and ended up flying for a living as a passenger 100's of times.

The first 757 I flew on was out of Knoxville. The pilot seemed to be very proud of the brand new plane and came over the PA system to tell us all about how it was equipped with a state of the art auto pilot that could land the plane and bring it to a stop. That was probably in the mid 80's.

Since then flying has become really mundane and boring and I really hate the experience.

I will say that if flying overseas I prefer the 767 if in coach class, I like the 2-3-2 seating.

Old flight attendants on the US carriers are hard to take though.
Click to expand...
I had three seats to myself right in front on an overseas flight when I was 22. Spent the first half of the flight drinking Heineken and woodford reserve, flirting with the girls in the seats across the aisle from me. Spent the second half of the flight in a drunken coma and woke up soaked in Heineken, laying on a pile of cans.

So yes, the 2/3/2 arrangement is superb!
 
#73
#73
FLVOL_79 said:
Yes.

Usually ATC tries to keep a 3 mile separation. But if its above or below I believe about 1000 feet is the norm. Airspace is basically sliced up into vectors. Weather and surveillance capability can dictate separation as well.
airspace-chart-large.gif
Click to expand...


3 miles separation for an approach control (who is using a single radar site) and 5 miles in the en-route environment (where multiple radar sites are being used and an error range of 2 miles is added).

In that example over Arkansas at 30,000ft either 5 miles or 1,000ft of vertical seperation would be required.
 
#75
#75
Obsessed said:
I know of a story about a ATC keeping a couple of planes from crashing. I don't have all the details but he and his wife were sent to the Bahamas after he kept them from crashing in to one another.

Early 1990's when this happened.

Editted to add: he was a Memphis ATC. I know the man personally.
Click to expand...

That'd be a scary job in a way.
 
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