Good Evening (Morning)!
- Thread starter derg
- Start date
Maximilian_Jenius
Super User
eh....more of a mental image then I wanted to imagine. /ubbthreads/images/graemlins/tongue.gif
Matthew
Matthew
Maximilian_Jenius
Super User
no that just gross....
Matthew
Matthew
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Good Morning, Doug:
Do you like to fly the red eye flights? What'are the difference between "regular" and "red-eye" flights? Less traffic? more direct route?
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I'm a nightowl so I'm usually very alert at night until the sun rises. Heck, I listen to Nine Inch Nails and Skinny Puppy at times so perhaps I'm part Vampire/Goth and don't even know it.
A "red eye" flight is more or less a flight that departs late at night. Something like we did when we departed DEN at 0040 and landed in ATL at 0523.
There is less traffic, the radio freq's are a lot quieter and you get a lot more direct routing. I think we were still in Colorado when DEN center cleared us direct to RMG (Rome) and then we got cleared direct to the airport 15 minutes thereafter.
Good Morning, Doug:
Do you like to fly the red eye flights? What'are the difference between "regular" and "red-eye" flights? Less traffic? more direct route?
[/ QUOTE ]
I'm a nightowl so I'm usually very alert at night until the sun rises. Heck, I listen to Nine Inch Nails and Skinny Puppy at times so perhaps I'm part Vampire/Goth and don't even know it.
A "red eye" flight is more or less a flight that departs late at night. Something like we did when we departed DEN at 0040 and landed in ATL at 0523.
There is less traffic, the radio freq's are a lot quieter and you get a lot more direct routing. I think we were still in Colorado when DEN center cleared us direct to RMG (Rome) and then we got cleared direct to the airport 15 minutes thereafter.
lay too much "commercial" flight simulator... : /ubbthreads/images/graemlins/tongue.gif
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Good Mirning, Doug:
When you guys were cleared by Denver Center direct to RMG. Did you guys just erase the waypoints and just leave Rome2 arrival waypoints on FMC?
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Yup.
But I had a 'position/weather report' due over some point along the way so I went direct to RMG, then put the reporting fix into the FIX page, had the FMS plot an 'abeam point', went direct to that and then direct to RMG.
The FMS still figures out a good 'great circle' route to RMG and gives me a good reminder when my position/weather report is due.
We do position/weather reports during longer flights thru the ACARS because we can uplink live/"actual" weather conditions (tubulence, static air temp, winds aloft, sky condition) to our dispatchers so they can use the live data in their flight planning and create performance data that is highly accurate.
When the dispatcher predicts 2 hours and 48 minutes from takeoff to touchdown, we're usually within 2 minutes of that unless we get delayed by ATC. But even then, there are historical delays at certain times of the day/season and even those are anticipated.
Ok, I'm sure all that was "TMI" but stuff you're not going to hear anywhere else.
Good Mirning, Doug:
When you guys were cleared by Denver Center direct to RMG. Did you guys just erase the waypoints and just leave Rome2 arrival waypoints on FMC?
[/ QUOTE ]
Yup.
But I had a 'position/weather report' due over some point along the way so I went direct to RMG, then put the reporting fix into the FIX page, had the FMS plot an 'abeam point', went direct to that and then direct to RMG.
The FMS still figures out a good 'great circle' route to RMG and gives me a good reminder when my position/weather report is due.
We do position/weather reports during longer flights thru the ACARS because we can uplink live/"actual" weather conditions (tubulence, static air temp, winds aloft, sky condition) to our dispatchers so they can use the live data in their flight planning and create performance data that is highly accurate.
When the dispatcher predicts 2 hours and 48 minutes from takeoff to touchdown, we're usually within 2 minutes of that unless we get delayed by ATC. But even then, there are historical delays at certain times of the day/season and even those are anticipated.
Ok, I'm sure all that was "TMI" but stuff you're not going to hear anywhere else.
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how was the weather into atl? shoot the approach? looked rainy in those pics. i did a night flight up to pittsburgh a few months ago and at 1215 am cleveland center was dead silent...only us and a couple freighters.
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Smooth. Just a little morning moisture and we shot the visual for 8R (8L was closed for construction) from about 15 miles out. The rain really didn't start until we were taxiing in and "poof!" the windows fogged up! /ubbthreads/images/graemlins/smile.gif
how was the weather into atl? shoot the approach? looked rainy in those pics. i did a night flight up to pittsburgh a few months ago and at 1215 am cleveland center was dead silent...only us and a couple freighters.
[/ QUOTE ]
Smooth. Just a little morning moisture and we shot the visual for 8R (8L was closed for construction) from about 15 miles out. The rain really didn't start until we were taxiing in and "poof!" the windows fogged up! /ubbthreads/images/graemlins/smile.gif
FlyingFish
New Member
In this case, and for that subject, nothing even approached TMI...
triple7
Well-Known Member
how hard was it to learn the visual approach in teh bigger jets. in the cessna if you come in high you can chop and it will get down in a hurry, but seems there is a whole lot more planning in an airliner. I cant imagine a straight in approach from 15 out. how high were you when you started in? do you use the ils glidesloped whenever possible....like in this situation? seems it would make things a little easier
ATL likes to 'dive and drive' you. So basically, you're at 11,000 feet well above the 3:1 descent path to the runway, then they tell you to expedite down to 3500 or so, join and join the LOC. Then they'll tell you to cross "whatever" at or above 2800 feet, cleared for the visual.
There are different configurations you can use in order to descend quickly. The MD-88 does fantastic on flaps 23 (kind of an unofficial 'select-o-matic' setting) and about 210 knots. But when I was a 737-200 pilot, it almost always took liberal usage of speedbrakes and flaps to descend rapidly.
There are different configurations you can use in order to descend quickly. The MD-88 does fantastic on flaps 23 (kind of an unofficial 'select-o-matic' setting) and about 210 knots. But when I was a 737-200 pilot, it almost always took liberal usage of speedbrakes and flaps to descend rapidly.
aviategw
Well-Known Member
So, if you flew the redeye, what kind of crew rest did you get? Did you have to pick up another leg immediately, or was it time for a hotel? If it was time for a hotel, how hard was it to get to sleep at 0800? Can you drift right off? As a night owl, can you sleep easier in the day?
How does your circadian clock respond to widely varying flight times? Does it make it tough to stay in any kind of reasonable physical shape?
Nowhere near TMI. Where else can I find this stuff?
How does your circadian clock respond to widely varying flight times? Does it make it tough to stay in any kind of reasonable physical shape?
Nowhere near TMI. Where else can I find this stuff?