Aviation

#76
#76
FLVOL_79 said:
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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If I were a passenger I'd freak out if the plane pulled back up!
 
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#77
#77
Have you ever had any "incidents"? Too close to other planes/landing gear not retracting/engine shutting down/unruly passenger/passenger needing emergency medical attention/FA downing a beer and leaving through an emergency exit?
 
#80
#80
Thunder Good-Oil said:
Have you ever had any "incidents"? Too close to other planes/landing gear not retracting/engine shutting down/unruly passenger/passenger needing emergency medical attention/FA downing a beer and leaving through an emergency exit?
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When I flew C130s I shut down more engines than I can remember. In the civilian world, I have evacuated an airplane once (The slides really do work) and I have had several in flight medical emergencies which required diverts. Never lost an engine on a Boeing though. (knuckles hitting top of head)
 
#82
#82
joevol33 said:
If I were a passenger I'd freak out if the plane pulled back up!
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It is better to get back into the air rather than land with some sort of issue. A missed approach or rejected landing is a very safe maneuver. It is a little uncomfortable sometimes for passengers as it is fairly abrupt and the perception is unusual because you are going from a descent to a 2000 foot per minute climb. I always try to make an announcement as soon as possible to explain why we are going around. There are many reasons, but there is no need to be worried. (I know, easy for me to say)
 
#83
#83
SpaceCoastVol said:
It is better to get back into the air rather than land with some sort of issue. A missed approach or rejected landing is a very safe maneuver. It is a little uncomfortable sometimes for passengers as it is fairly abrupt and the perception is unusual because you are going from a descent to a 2000 foot per minute climb. I always try to make an announcement as soon as possible to explain why we are going around. There are many reasons, but there is no need to be worried. (I know, easy for me to say)
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Any big plans for the weekend? I may be down your way tm. Sattelite beach
 
#85
#85
ATC_VOL said:
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.
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We only go to 5 miles and trails if our local radar system is down..but I haven't seen that in years. We have 5 sensors and the ADSB.

Enroute makes sense for 5 miles because you are probably relying on a slow ass moving long range radar.
 
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#86
#86
FLVOL_79 said:
Thats exactly what I thought when I saw it. It was the first time I've seen that happen that close to the runway.
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When are they going to get that Icelandic Air jet off the Tarmac? It's been there for months it seems.
 
#91
#91
FLVOL_79 said:
We only go to 5 miles and trails if our local radar system is down..but I haven't seen that in years. We have 5 sensors and the ADSB.

Enroute makes sense for 5 miles because you are probably relying on a slow ass moving long range radar.
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Yeah exactly. I think you mentioned that scopes update every second now at your facility. It's every 6 seconds for us.
 
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#93
#93
SpaceCoastVol said:
When I flew C130s I shut down more engines than I can remember. In the civilian world, I have evacuated an airplane once (The slides really do work) and I have had several in flight medical emergencies which required diverts. Never lost an engine on a Boeing though. (knuckles hitting top of head)
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Been on a few when we had to shut down an engine. Flying over Atlantic once and low oil light #4 came on, diverted to beautiful Iceland. Had a hot brake on taxi, damn thing caught on fire and I was on my check ride, had to unload and load back on another plane for airdrops.
 
#97
#97
How familiar are you with specific tail numbers? Do you usually fly the same plane? Always fly the same plane for a while? Fly so many different planes that you aren't familiar with the exact plane? Putting it another way, how many different planes do you fly per year and do they seem very different? Do certain planes get a reputation as clunkers that you wish you weren't assigned to? Or is a 757 a 757 is a 757 and a 767 is a 767 is a 767?
 
#98
#98
I always judge the quality of a landing and assume the pilot was former Air Force (smooth landing) or hard (navy pilot).
 
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#100
#100
SpaceCoastVol said:
It is better to get back into the air rather than land with some sort of issue. A missed approach or rejected landing is a very safe maneuver. It is a little uncomfortable sometimes for passengers as it is fairly abrupt and the perception is unusual because you are going from a descent to a 2000 foot per minute climb. I always try to make an announcement as soon as possible to explain why we are going around. There are many reasons, but there is no need to be worried. (I know, easy for me to say)
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Yea, I guess it's not bad from your view of things.
 
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