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Flight levels are not referenced to the ground (or sea level). Flying at at constant flight level simply means that you’re flying at a constant air pressure level, and that may rise or lower as the atmosphere changes. But, as all of the aircraft are using the same pressure reference, it means that any deviation is followed by all aircraft (in the area) so separation is maintained. A flight level is not really your altitude.
Well, they must be safe. They’re cheap. Isn’t that how the argument goes?
If I put on 10 extra tonnes of fuel on a 12 hour flight, when I land, I’ll only have about 5 tonnes of it left.…it will all be gone in 24 hours. It’s just a quick and dirty rule of thumb, but it gives an idea of how any extra fuel will disappear.Please explain....
There’s number of interesting shorts in the reference.
Well, QF got us here, even if it was a bit late and included the weird bus ride. The return isn’t until next week, but Rex have just cancelled the flight out of Coolangatta, so now we’ve rebooked with Virgin. My wife is looking longingly at cars, and wondering if we should just drive in the future. I’m currently thinking about a trip to Europe, and one of my major considerations is frequency of service. Airlines that have lots of flights have some way of fixing issues, whereas others that go places once in a blue moon don’t. We know who that rules out.
The rules definitely seem quite weird at times.
That's correct. It's a noise abatement procedure that between 2245-2300 Local (every day), all departures will be off 16L/R and arrivals can be on 34L (only), 25/07, and 16L/R.
In other words having X tonnes of spare/contingency fuel does not mean the aircraft will hopefully not use it and therefore retain X tonnes at the other end. The spare fuel gets used regardless. How much is used is then a fraction of the 24hr rule of thumb?
If you want X tonnes of fuel extra at the end of the flight (and there isn’t really anywhere else that you’d want it), then you’ll need to load appreciably more than X.
www.bbc.com
Is this good piloting or just what you train for
Austrian Airlines plane suffers severe damage in hailstorm
Intense hail and turbulence smashed the plane's windscreen and nose as it flew from Spain to Austria.
You don’t train for this sort of thing specifically, but like most training it provides the lego bricks for you to assemble into whatever you need on the day. Any time I see images like this, I always wonder what the engines look like, as the fans would have been eating this stuff as well.
You don’t want to be downwind of storms as they can throw stuff at you, but, generally this sort of hail isn’t going to be at high levels. On approach, and 20 minutes out are mutually exclusive. Approach is probably less than 5 minutes. 20 minutes is top of descent. At low levels you could be ducking and weaving around storms, and simply get boxed in. There comes a time when you might have no choice but to transit the storms, and as long as everyone is strapped in, there shouldn’t be too many issues. But, not always. Hail doesn’t show up as anything other than rain, and it may not even show up that well.
Welcome to AFF - I'm sure you will get some good advice here
Would rule most of them out I think! Very few would have more than one a day from a selected Australian international airport to a European destination.
And then probably start working out how much of the self loading or other cargo is going to need to be left behind...
I’m not quite sure how to start here, as it’s not a simple process of getting a licence and then putting your hand up for a job. At the higher levels (i.e. airlines and air force) the pilot training system is literally a culling machine. It’s not designed to get weaker students through, but rather to identify them and remove them from the stream. At the lower levels (some GA schools) it’s designed to stretch your training out as long as possible, before you realise it’s not for you, to maximise their return.
Which is most of us.
He should do a degree that will feed him. There is no rhyme or reason to the various degrees pilots have. The RAAF guys were either science or engineering, but I know of people with chemistry, pharmac_, medical, veterinary, finance and economics. IT. Law. Even music. Anything arts is probably a bad idea. The reality is that most people who start the journey to becoming a pilot, don’t complete it, so these degrees are of far more use than anything aviation related. Irrespective of the route chosen, he must have physics and maths.
He’s 16 now. By the time he’s qualified, any shortage will have disappeared. The shortages are also not necessarily of pilots, but of pilots willing to work for the offered pay.
16. I’m pretty sure he can start private pilot training at that age. So perhaps a few hours might help to sort things out.
I’d like to fly an F35, so I’d follow exactly the path that I did. The military.
All of the selection systems are choosy. They do not need to take people who barely passed HSC. He needs marks that are as high as he can get, especially in maths and physics. It’s not that you’ll necessarily use them, but it’s a way of separating the applicants.
Looks like there wasn’t enough controllers on and they’ve closed the airspace down over land. They do this and reroute aircraft out over the water. It’s happening more and more lately and unfortunately adding a significant amount of flying time.
What’s worse than 3rd world?
As a suggestion @Ticken2024 , if your son is involved with the Airforce Cadets, see if he can get involved in their gliding program. It's a good way to start flying, relatively cheap, and also give him the opportunity to try flying and see how he goes.
re the Mumbai separation video, I see FR24 blog has an article which provides more detail on actual distances, speeds etc.
www.flightradar24.com
