![]() ![]() The theory is that current navigational technology for most participating airplanes is highly accurate. The procedure has been standardized to require a one- or two-mile offset to the right of the clearance route. In various forms, a practice called SLOP (strategic lateral offset procedure) has been utilized. That being said, a sympathetic someone will eventually answer the call for relay assistance. North Atlantic veterans, especially veterans with automatic reporting capability on their airplanes, are a little hesitant to deal with the marginal clarity of an HF frequency on behalf of another flight. On a tongue-in-cheek note, when an open request for a relay is made, the airwaves sometimes remain void of a response. Another flight with adequate HF reception will copy the required position report and relay the data. One injured flight attendant or one injured passenger is one person too many.Īlthough not an everyday occurrence, the inability to contact the appropriate oceanic agency via the HF radio does happen, usually as a result of reception issues. Although the turbulence wasn’t as serious as advertised, I was grateful to my colleagues. ![]() On a handful of occasions, I have seated the flight attendants in anticipation. Without question, I will call our flight attendants and give them an approximate time range when the bad ride may begin. If other airplanes ahead of us begin to have the same experience, the alarm bells are already ringing. Even if the report is not on my track, it may very well affect our flight. Regardless of the banter taking place within the cockpit, my ears immediately tune in to a chop report. The pirep is broadcast over the air-to-air frequency. Oftentimes a turbulence pirep is given without solicitation. Despite advances in meteorological forecasting, the only truly reliable report for turbulence is through another pilot. ![]() Typical metal neutral assistance comes in the form of turbulence reports. When a flight requires assistance, there are no differences in what’s painted on the side of the fuselage. Those outside resources still exist today, mostly in the form of a professional camaraderie. When crews were faced with an abnormal situation, they not only utilized their own airmanship resources but also the outside resources of pilots on other airplanes. Airplane reliability, let alone navigational reliability, was nowhere near its current status. Trans-Atlantic operation was in its infancy. Not a crossing goes by when I don’t contemplate the cockpit activity of DC-3s, DC-6s, Super Connies … and even 707s. In relative terms, it wasn’t that long ago when airline navigation over the ocean was performed with a sextant and a good compass. When I stare at the magenta line that is created by technology capable of steering the 777 to within a foot of the course, I am still amazed. The only requirement for membership is to participate as a crew member on a flight across the North Atlantic. Metal neutral is an attitude shared by an exclusive club. On a trip home from London, I thought of a more positive connotation for the term. ![]() It allows for a reduction in labor force and thus a reduction in job security. Regardless of the advantages, airline employees grit their teeth at the concept. The concept implies that it is immaterial whose logo is painted on the aluminum. The phrase “metal neutral” has been a buzzword used by airline management to indicate passenger revenue obtained through fare agreements with other carriers. Jumpseats rock! And soon, it seems an other DASH 8, and other EMB170 of TAME and maybe a 732! GREAT.At first glance, the title of this column might suggest that the subject matter involves airline code sharing. None of these fligths are invented, all are real, I my self have become a bit surprised of HOW many i have gotten, and im only 17 years old!!!! :P. MEC- UIO (I asked if I could Copilot that leg, so i count it, as ASKING )Īnd thats it so far. UIO-UIO (Jumpseat and a parashoot photo shoot, of skydivers jumping of the plane ) GYE- UIO Well, I got the chance to copilot this one back (Sorry, these pics are not acceptable on A.net, so theyre on pp.net) I have, twice, A343 and yeah, twice on the A340 FRA- CCS. Did you get cool pics?ĭid you ask on Lufthansa flights after 9/11? If so- what did they tell you? Do you remember which captain it was for your flight in ICARO? I work with them now. Hey there, once again you who never answers PM's or emails. Post 9/11 only once in 2005 on Icaro Ecuador, ESM- UIO ![]()
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