Maintaining professionalism at 11 pm...

I'm just teasing you guys. Y'all are giving me flashbacks of Riddle when there'd be a bonfire kegger and people would have these rambling debates about what maintains glidepath, pitch or power.

Or something like that, I don't know.
 
Doug Taylor said:
What if zombies attack on the taxi to the ramp with a closed flight plan? :)
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plane-dead-pic.jpg
http://roadtickle.com/img/miscellan...-be-in-a-zombie-apocalypse/plane-dead-pic.jpg
 
Doug Taylor said:
I'm just teasing you guys. Y'all are giving me flashbacks of Riddle when there'd be a bonfire kegger and people would have these rambling debates about what maintains glidepath, pitch or power.

Or something like that, I don't know.
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Dear Dough,
Last night I was at one of those bonfires, I think it's power. What is your opinion?
kthxby,
RJs4LyFe

P.S. There was a total hottie there.
 
I was more of the "Yeah whatever... The selection of random townies this evening is quite lacking.. AGAIN." :)
 
So what's the status with the red FA dress that Delta has? Are overweight FA's still trying to wear them? Are the Northwest overweight FA's wearing them? If there were an alien that attacked after I'd closed IFR I'd give them an overweight Delta/NWA FA in a red dress to eat - they'd think it was a tomato.
 
This is a classic case of 'treat other people the way you wish to be treated.'

I don't think an IFR flight plan makes any difference on taxi. If OpSpecs allow cancellation in the air, and weather supports a visual approach and landing, cancel.

Plain and simple.

I've only flown in this 121 world for a month or so. I've already met characters that never call traffic in sight. They never call the airport in sight. (Do you know how awkward it is to have to LIE to approach? I can plainly see the traffic, and he asks me at least 5 times if I see him. Still looking. /rolleyes)

I don't know why some people do the things they do. They all have their reasons and motivations for small variations in what is considered the standard. That's called life. No two people fly the same way. No two people do much of anything the same.
 
I wouldn't lie to approach, I would say "regional approqch, My captain has instructed me to not call any aircraft in sight."

If you're not that ballsy, contact pro stands about being forced to lie to ATC.
 
mshunter said:
+1. Seriously, some of us operate on thin margins. And having to constantly hold for 15 mins at a time while you saunter in to the gate is just being lazy, and causing un-due delays.
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Not my problem. If you/your company can't schedule stuff with a buffer for how things happen that's not our problem. I would love to make things easier for everyone else, but my first priority is for my flight, airplane, and passengers. If I can make things easier for someone else, I will, but if I can't...well...sucks for you.

I'm not picking on you specifically. But more everyone who wants to operate everyone else's plane for them. GA vs Airline vs firefighting ops vs helo are all very different. Its easy to point at the other guy and say "what the hell are you doing? You should change!" but there might very well be a good reason they are doing what they're doing.

Your comment about not belonging in an airline cockpit if you can't taxi and talk on the radio at the same time shows you don't really have a grasp on what is going on up front in a large airplane crew environment. And if you've never been there, that's understandable. Just know that a 717 full of people is operated differently than a Piper full of boxes.

There's no excuse for not talking on the radio at an uncontrolled field. That's just poor airmanship. However, there may very well be a rule in their FOM that prohibits them from canceling IFR until safe at the gate. Unless you work there, you don't know.

Ideally everyone would fly around doing everything they are supposed to and considering other people's happiness in the results of their actions. But they don't. The only thing we can do is fly our airplane and keep ready for ANYTHING.
 
ppragman said:
Not canceling can be problematic if there are people who aren't as well equipped trying to get in.

Winter time, the navajo and the Caravan are waiting in the hold picking up ice while the jet rolls out and clears and taxis to the gate, then cancels. By clearing the runway, then canceling, the jet captain can prevent some other guy from maybe being in an actual life threatening situation.
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If 10 mins makes a difference, you shouldn't be up in that stuff anyway.

I know blah blah blah things are different in Alaska blah blah blah...
 
Screaming_Emu said:
The only thing we can do is fly our airplane and keep ready for ANYTHING.
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On the contrary, we can ask "Hey, is it in your opspecs that you can't cancel till you're at the gate, or what?" They can respond. We can respond (or lambaste, ridicule, etc).

It's not ridiculous when Starchy McRiddleace asks why all small cargo guys are Dangerous toothless cowboys hell bent on destroying their Shiny Jets. It's not ridiculous when Shady McNightfreight asks why 121 guys can't taxi and chew gum at the same time.

Or maybe they're both ridiculous...but they're both the beginnings of conversations. And that's not ridiculous.
 
(Do you know how awkward it is to have to LIE to approach? I can plainly see the traffic, and he asks me at least 5 times if I see him. Still looking. /rolleyes)
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Well, here are somethings for you to consider.

1. I am not getting paid to be an ATC. Let them do their job.
2. Are you sure the traffic you see outside is the one ATC want you to see?
3. What would you do when you are cleared visual approach behind the traffic, then you lost sight of the traffic(include TCAS) you are following?

just something to think about. :)
 
Cptnchia said:
If you can't taxi an airplane clear of the runway while talking on the radio, especially with another pilot helping, then I'd say someone needs some remedial training.
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Cptnchia said:
But what do I know? I've only been doing this (part 121,) for the last 16 years. I'm sure you youngsters have a lot more experience than me.:rolleyes:
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Screaming_Emu said:
Your comment about not belonging in an airline cockpit if you can't taxi and talk on the radio at the same time shows you don't really have a grasp on what is going on up front in a large airplane crew environment. And if you've never been there, that's understandable. Just know that a 717 full of people is operated differently than a Piper full of boxes.
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Is it just me, or are the only people defending the "taxi to the gate under IFR" procedure regional pilots? Just an observation, no offence intended.
 
adreamer said:
1. I am not getting paid to be an ATC. Let them do their job.
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I'd recommend that you do a thorough review of the AIM.

2. Are you sure the traffic you see outside is the one ATC want you to see?
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If I'm not, I don't call it "in sight". I think maybe you mean "Can you ever be sure that the traffic you see is what ATC wants you to see?" Is your contention then that there are NO circumstances under which you would feel certain that the aircraft you see is the one that has been ID'd to you?

3. What would you do when you are cleared visual approach behind the traffic, then you lost sight of the traffic(include TCAS) you are following?
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Oh my God. I'd crash and die. Or tell ATC I lost contact. One of the two.

Are you people for real? Is Alan Funt hiding in the bushes?
 
milleR said:
Is it just me, or are the only people defending the "taxi to the gate under IFR" procedure regional pilots? Just an observation, no offence intended.
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True observation.

I'm not arguing "everyone should keep IFR to the gate". I'm arguging that he's in charge of his plane...if he thinks he needs to do this, then more power to him. Fly your own airplane and mind your own bidness.

...for the record.
 
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