spades9048
Well-Known Member
Anytime I hear "We'll try our best" will automatically get converted in my head to a "no" and then I move on to Plan B.
"We'll try our best"
- Thread starter Tommay85
- Start date
AAPalmTree
Well-Known Member
Picture of an Airbus pilot when ATC asks to report bearing and distance:
bucksmith
Did you lock the doors?
Did you just say twin prop?
I don't even know who you are anymore!
DPApilot
GUYSH! GUYSH! GUYSH!
I'm the guy who laughs still thinking about how you shook a cut of meat shouting "You guys really need to try this, it's good" as it dripped blood at that Vegas buffet.
D
Deleted member 27505
Guest
SF AIRINC? Nah. Yer on guaaaaard!
That was glorious.
citabriapilot
Well-Known Member
To name a few:
-Knowing their radial and DME. It's a D airport, you should be ready to report it. This is the same in the US, it's no different here
-Not tying up the radio asking for a clearance. You'll get it when you get it. There's guys trying to land, trying to get taxi clearence, trying to take off, trying to do 1000 more important things.
-Use correct radio phraseology.
-Set altimeters correctly. You're in FLs down to 40 coming down and starting at 2500msl going up. If it is set correctly, say your altitude correctly. FL 80 is not the same as 8000 if the altimeter setting is really high. Which it usually is, in the afternoon. It makes me really uncomfortable if I have to enter a hold between two airplanes and one of them is saying their altitude like they already trasitioned.
-United guys are the only ones that wave back on the ramp.
These things are small by themselves, but they are still annoying. Sometimes though, it also makes the whole already strained operation fall apart. Yes, Aruba is the root of the problem.
I named a few "US jet jockies" that never cause problems. I'm picking on the others.
Having flown both the Metroliner and the A-320, I can assure you that it's MUCH more user friendly to tune a VOR and find a radial in the Metro than the Airbus. The Airbus does not have a NAV Radio to twist and turn. It's all done through the FMS/MCDU. In normal situations the VORs are all autotuned by the FMS. If a radial/bearing/dme is needed, it requires more keystrokes and "heads down time". I fly to plenty of class D airports and they ask for distance from the airport, not a radial/dme.
Tommay85
Well-Known Member
This thread was the drinky-crow show.
jhugz
Guppy gear swinger
1.) Anything is possible if you accept Jesus Christ as your lord and savior.
2.) I once shot a visual at about 17k from about 10 out in a Metro and I'm not Bob Hoover...so...it's doable...
z987k
Well-Known Member
You don't even have to teach a student how to shoot a unstable approach, so, I'm sure you can do it to. Congrats.
ppragman
FLIPY FLAPS!
You've been drinking again!
///AMG
Well-Known Member
As long as you have speed brakes, and can see the field somewhere in front of the nose, you can land there from present position. Trick is catching the descent with a timely application of power before you pancake into the ground.
kidding but really I am not, though prob a bad idea with passengers that are humans (i.e. not WSO's).Much like the old adage that you can't run out of fuel if you can see the field. Many decades of jet aviation have proven this to be fact…...
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WayKulJr
Well-Known Member
Ummm... it wasn't blood. But I digress.
Tommay85
Well-Known Member
It is possible, but god damn, rocking back and forth on the NTS system for that long would be SO annoying! LOL
I mean, our policy is to be configured by 1000 AGL and stable by 500 AGL. Probably still doable, but I'd probably fug it up if I got distracted by almost anything.
Roger Roger
Bottom of the list
Just gotta get the PLs onto the gate so you can lockout the NTS.
Tommay85
Well-Known Member
STRONG LOL!
Garretts would do it though without overspeeding I bet! I line checked a guy that apparently would always rest their fingers on the triggers to go below flight idle and I didn't notice. We needed to get down in a hurry and they slammed the power levers to flight idle and both of them jumped over the flight idle stop and went into beta and probably a little reverse without any drama other than a lot of scary prop noises that you don't want to hear in-flight, but it came back to normal pitch, no problem, thank god or I may have needed new pants and the company would have needed to buy a new seat!
Roger Roger
Bottom of the list
It's all fun and games until the two motors are rigged different and one goes into flat pitch and the other goes right to reverse and USG reset kicks in!STRONG LOL!
Garretts would do it though without overspeeding I bet! I line checked a guy that apparently would always rest their fingers on the triggers to go below flight idle and I didn't notice. We needed to get down in a hurry and they slammed the power levers to flight idle and both of them jumped over the flight idle stop and went into beta and probably a little reverse without any drama other than a lot of scary prop noises that you don't want to hear in-flight, but it came back to normal pitch, no problem, thank god or I may have needed new pants and the company would have needed to buy a new seat!
Tommay85
Well-Known Member
Just to be clear, I would never consider doing it on purpose. You already know I'm one of those *no lower than 25% torque* guys...
