dasleben
That's just, like, your opinion, man
Same with the 767, but we don't have such a thing as "green needles." If you fly your whip to JFK, you'll do a VOR approach on a regular basis...for some reason.
Calling V1 five knots early?
- Thread starter SteveC
- Start date
jtrain609
Antisocial Monster
I've never done it, but I've never figured that one out either. New York airspace is jacked.
PhilosopherPilot
Well-Known Member
We fly them in FMS needles with the VOR tuned on the pilot monitoring side. We fly them as VGP approaches (if applicable).
A VOR and a GPS are essentially the same here.
PhilosopherPilot
Well-Known Member
Basically a RNAV in a 767 too. Can't actually track a VOR radio raw. Lemme think, I don't the FrancoJet will either. Haven't really thought about it in a decade unlike @Seggy in the Glass-Pack'd Jurassic Jet!
Yeah we can't track a VOR either. And we have no procedure for flying one in heading mode. So if for some reason it isn't in the database you're shooting a different approach.
Hacker15e
Who am I? Where are my pants?
On one hand, the old crachety pilot in me (the same one that is pissed that we no longer do NDB approaches or VOR fix-to-fixes) wants to be outraged at this...
...but the aviator in me wants to stand up and clap that the airlines and manufacturing partners are fully embracing newer (and safer) technologies as a matter of normal operations.
PhilosopherPilot
Well-Known Member
I'm pissed the we don't even have an ADF installed. I can't listen to AM radio in flight!
BobDDuck
Island Bus Driver
It's actually realistic. In general, if an engine is going to come apart it will be at a higher power setting or a rapid increase in power. Sounds like a go around to me.
WMostellar
Well-Known Member
You guys are thinking way too much.
I call V1 when I see the Captain take his hand off the Throttles.
I call V1 when I see the Captain take his hand off the Throttles.
PeanuckleCRJ
Poodle Wrangler
Agreed. Engine failures are at their most likely under high stress situations like that.
Also geese tend to play a factor.
And bumblebees. Definitely bumblebees.
BobDDuck
Island Bus Driver
Of the three failures I've had (hah... and somebody said turbine engines are reliable!) two were during takeoff or go around and one was caused by an oil leak 1 hour into the flight. Never hit a goose, but I've taken a duck through the engine before (CF34-B) and it kept on trucking... the engine. The duck certainly didn't do any more trucking after that.
Baronman
Well-Known Member
Procedure? How about turn the heading bug to maintain the needle where you want it? Kids these days......
jtrain609
Antisocial Monster
I get that engines tend to fail at high power settings, but I'm reasonably sure this has never happens at my company. I'd put a bet down that it's never actually happened in this aircraft.
Half the avionics deciding to take a nap? That happens, happened the other week actually; we don't train it.
Autothrust Blue
Welcome aboard the Washington State Ferries
Seeing "AVNX MAU (___) FAIL" scroll by is not on my list of things I want to do.
WMostellar
Well-Known Member
No one in the Training Department has ever questioned me when I said the "abort speed" was exactly V1 minus 1.
It's the most conservative answer and takes the guesswork out of the Brake Cooling Times. If it really was that high in the real world, we're likely not going to be taking off for a long time anyway (if at all) with all the other stuff.
Joshwa
Well-Known Member
Mr Boeing on the 737 says "the call must be complete by V1", so you start talking about 2 knots before.
Real men fly • offset VOR approaches to minima to badly lit Soviet bloc runways in pissing rain at night because some ex-RAF Nav dinosaur at the CAA reckons they're safer than RNAV approaches. LNAV and VNAV there may be, but y'all still have to see runway and land on it when George shouts MINIMUMS
Real men fly • offset VOR approaches to minima to badly lit Soviet bloc runways in pissing rain at night because some ex-RAF Nav dinosaur at the CAA reckons they're safer than RNAV approaches. LNAV and VNAV there may be, but y'all still have to see runway and land on it when George shouts MINIMUMS
seagull
Well-Known Member
Interesting. In the MD-11 we can track a VOR at low altitude, as well as a LOC. Not an ADF, but we do have them. All are accessed through the MCDU, so you have to enter either the IDENT or FREQ / Course. With a dual FMC failure we have to use the FREQ as there is no database for the IDENTs.
seagull
Well-Known Member
We use V1, but also adjust V1 based on the "stop margin". The program looks for 3000 remaining after accelerating to V1 and stopping. It uses V1max as long as that is available, and if it is not, then it backs V1 down until V1min to obtain it, eventually reaching a true "balanced field". Prior to that it is a sort of "artificial" balanced field with that extra 3,000' of buffer.
SpiceWeasel
Tre Kronor
The Embraer can't even accomplish any NAV departure single engine if it begins OTG. The aircraft can't do half bank protection in any mode other than heading. Picture naving a radial to track is what we will do if it's complex special EFP. So, high altitude hold? It still reefs it over into a standard rate turn regardless.
Though we probably should have turned off 1/2 BNK in the CRJ in high altitude holds... Oh well.