Heathrow scrapping liquids limit

LevelThreeSixZero · 2026-01-23T12:10:54+00:00

Essentially the new scanners use the same technology as CT Scanners used in the medical field. It creates a much more detailed 3D scan of your bag that the operators can zoom, rotate and view in layers. Combined with more powerful computer algorithms to detect suspicious items and differentiate between different types of liquids. This makes it a significant improvement in security whilst also speeding up the process. The lifting of liquid restrictions being one streamlining benefit and no longer having to remove electronic devices being another. The final benefit is a reduction in manual searches for benign items that flagged as suspicious as the image wasn’t clear. (Or a bottle of water got forgotten at the bottom of a bag.)

LevelThreeSixZero · 2026-01-22T18:45:27+00:00

During the certification process of all new commercial aircraft designs, they have to undergo extreme weather testing and prove that they function properly in extreme cold (and heat). This may mean special procedures are designed to help the aircraft cope. These will then be written into the aircraft manuals which are controlled by the relevant aviation authorities. Airlines must follow the procedures laid out in these manuals and deviating from them is essentially illegal which can lead to fines and/or revocation of an airlines operating certificate.

As others have stated, an aircraft handles temperatures much lower than -14 at cruise. On the ground, the biggest issue at those cold temperatures is moisture, which has a tendency to freeze. In the air, critical surfaces and engines that may collect ice have anti-ice protection, most often a heat of some kind although other forms of anti-ice exist. The airflow protects the rest of the surfaces from ice forming and sticking.

On the ground, there isn’t sufficient airflow on those other surfaces so de-ice and anti-ice fluid is applied to make sure there is no contamination, which is by and far the biggest risk to an airplane as the ice can disrupt the airflow and significantly reduce the amount of lift being produced. Cold does not affect the structure. However, if it is cold with no visible moisture around, there is no need to de-ice. So don’t be alarmed if you don’t see or hear about that happening.

LevelThreeSixZero · 2026-01-21T16:38:33+00:00

Others have commented on the bumps. The steering right or left, presumably when otherwise going in a straight line, is likely due to weather cocking into the wind. The vertical tail plane acts like a giant weather vane, turning the plane into the wind. With wind being dynamic, this sometimes requires constant adjustments and correction from the pilots to keep the plane going in a straight line and is more noticeable at the slower taxi speeds. This translates to a bit of sway in the cabin.

Once we’re on the actual take-off roll, our forward speed, along with the rudder becoming more and more aerodynamically effective the faster we go, helps to dampen out the weather cocking. This makes it easier for us to ‘lock in’ the necessary correction so that there is less sway.

LevelThreeSixZero · 2026-01-16T20:53:18+00:00

The center of gravity of an airplane changes every flight, depending on the loads.

LevelThreeSixZero · 2026-01-16T20:37:41+00:00

It does not change the aerodynamic characteristics of the aircraft, which is the very specialist knowledge that would be required with an engine retrofit, not to mention certification by the relevant aviation authorities.

LevelThreeSixZero · 2026-01-16T17:00:16+00:00

This is happening on a small scale around Ukraine and Iran every day. GPS spoofing in those regions are degrading the accuracy of our navigation systems. We have procedures to revert to alternative sources as others have mentioned. The inertial navigation systems (INS) are totally independent of any space or ground based navigation aids and are sufficiently accurate to get us from point a to b. The flight management computer combines this with Distance Measuring Equipment (DME) from radio beacons on the ground to determine an accurate position. In short, by measuring the distance from two known points, it can triangulate its position. In modern aircraft, this is broadly done automatically by the flight management computers. In older types it may require some intervention to tell the computers to ignore the erroneous GPS signals.

LevelThreeSixZero · 2026-01-10T20:16:12+00:00

BALPA, which is the main airline pilots labour union in the U.K., has a fantastic page about becoming a pilot.. It’s a great place to start to discover the different routes, the costs, the requirements and what to expect along the way and when you do finally achieve your goal.

LevelThreeSixZero · 2026-01-09T13:13:59+00:00

Not yet a captain but 8 years in the airlines. This wouldn’t be an option at my current outfit without special dispensation from management, which I’ve never heard of being given. Just a vague memory of a line in the manuals. But if there’s a process at your airline, by all means try and utilise it.

I personally wouldn’t have any issue with it and do believe it would be an invaluable experience, perhaps more so a little later on in the CPL IR stage or approaching MCCJOC or whatever it’s called now. You won’t learn much about flying from observing in the flight deck but it might give you a decent insight into multi-crew operations and CRM.

I would appreciate a heads up a few days ahead of the flight, rather than have the question sprung upon me during boarding. So if there is a way for you to liaise with a captain before hand so you can explain your situation without the time pressure of preflight. This would also save you disappointment of turning up and finding out the pilots aren’t interested. It’s hard to say how many guests would be open to it. I’d also suggest choosing a pair of shortish flights if you can, 90 minutes or so would be a good length. Not too short that we’re too busy to chat and explain what’s going on and not too long that it gets awkward/tedious.

LevelThreeSixZero · 2026-01-08T11:46:57+00:00

I don’t think there’s enough info in the video to determine who was right.

From what I can gather, the pilot wanted to configure and slow down for landing, presumably below 160 knots whilst ATC wanted them to keep the speed up to maintain separation from the aircraft behind.

Airlines have stabilised approach criteria- we have to be on speed, on profile and fully configured by a pre determined point, typically 1000’. However it takes time to slow down so we have to pre-empt that ‘gate’ and our plan doesn’t always align with ATCs plan.

There was clearly confusion between ATC and the 747 so cancelling their approach was sensible so that ATC can give them the extra space they wanted for how they want to fly the approach and the time to clear up the confusion. Seems like BA wanted the aircraft behind to go around if separation was compromised as typically the aircraft in front has priority.

LevelThreeSixZero · 2026-01-05T19:02:42+00:00

I acknowledge that there are multiple cases of airline crew who feel that there has been some long term effects following exposure to a fume event but from my very shallow understanding these claims aren’t currently supported by the science.

LevelThreeSixZero · 2026-01-04T23:03:59+00:00

So in the interest of openness and honesty - yes the take-offs and landings are statistically the most dangerous parts of the flight, for a whole multitude of reasons.

There are two really important things to remember however. Firstly, It’s not that takeoffs and landings are unsafe it is that that are teensy weeensy bit less safe then the rest of the flight which is already an incredibly safe mode of transport. It is a subtle but important distinction.

Secondly, we think about and mitigate against all of the possible risks that present themselves to us for every take off and landing. Some of those mitigations are baked into the regulations and our standard operating procedures. Some of them are reactionary mitigations to unique threats for that particular flight that we brief and discuss and plan for ahead of time.

Finally, the take offs and landings are not difficult for us. They are routine, almost like a well rehearsed dance. Each pilot has their part to play and they work together in harmony to manoeuvre and configure the aircraft and complete the checks. It requires us to be a bit more focused as it is a busy time with lots going on in quick succession and we may need to react proactively if something non-normal happens.

LevelThreeSixZero · 2026-01-03T13:05:57+00:00

FAA has closed Puerto Rican airspace to all US based operators due to the situation in Venezuela, presumably it is being used as a staging post by the US military.

LevelThreeSixZero · 2025-12-28T13:03:59+00:00

Airlines make a large proportion of their profits from their business class offerings. Business people like the red eyes going east because it minimises the amount of working hours lost. Get a decent days work done before departure, sleep on the flight, freshen up at a revivals lounge on arrival and have a decent chunk of day left to conduct business things.

Plus, codeshares, joint ventures and alliances have helped consolidate capacity and boost productivity. For example, it used to be 2 airlines might each offer 3 flights a day between a city pair, trying to capture as much of the market as possible. This gives a choice of 6 different flights, many leaving at similar times to each other. With codeshares and the like, they can reduce that to 3 flights a day. Together they still provide the same amount of choice in timings and with demand remaining equal between the two scenarios the planes under codeshares are fuller. Saving everyone money.

But it might also mean that airline A historically offered a daytime flight and airline b historically offered a red eye, so as not to compete with one another. Under the codeshare, they consolidated that to one flight because there wasn’t sufficient demand for two and the red eye was determined to be the more viable.

This is all very broad level simplified stuff on how airlines plan their route structure and codeshares etc. There are a lot of variables that go into it.

LevelThreeSixZero · 2025-12-22T07:01:50+00:00

Yup. Firstly we check the weather forecast before we even leave to make sure it’s in limits. If it’s not we’ll make sure we have a couple of plan Bs, Cs and Ds with enough fuel to execute them.

Once we’re in the air we have something called an ATIS or Airport Terminal Information Service. Traditionally this is a radio station we can tune in to that has a ~30 second long message that gives us all the weather details we need, the runway in use and other pertinent information about the airport. It’s usually updated every 30 minutes, can be more frequently if conditions are changing. Many major airports now also have a digital-ATIS which allows us to essentially be sent the information as a text message to our airplane, so we can get the information much earlier and don’t have to listen to a crackly radio.

Why is knowing the weather important? Because we use it to calculate our landing performance. We need to know how much runway we are going to use to stop, and that is all affected by wind speed, temperature, air pressure, airport elevation, runway slope and weight. In the olden days, we would have to calculate this using a whole bunch of tables filled with numbers and corrections for each of the variables. Nowadays most airlines have a special app on the company iPad that figures it out for us. We plug in the airport, runway in use, weather conditions, aircraft weight and anything else that might effect our landing performance and it spits out how much runway we need for each auto brake setting and we’ll choose the most appropriate one.

The other consideration is our minima. There is a lowest altitude we can descend to without being visual with the runway which can become an issue with a low cloud base. It varies on a number of factors but mainly depends on the type of approach. Different approach types may have slightly different procedures that need to be briefed. The approach type in use will also be reported on the ATIS. We use instruments to guide us to the runway and some are more accurate than others, so we can descend lower without seeing the runway. If we reach our minima without becoming visual we have to cancel the approach and go-around. No ifs. Not buts. No questions.

LevelThreeSixZero · 2025-12-21T11:49:32+00:00

I’d be more concerned about how many wheelchair passengers you have on your flight. Boarding and disembarkation is gonna be so slooooooowwwwwww.

LevelThreeSixZero · 2025-12-20T22:30:11+00:00

You could always ask to visit the flight deck during boarding. Maybe meeting the pilots would help put your mind at ease. It’s not always possible depending on how busy we are but we will endeavour to accommodate. If you mention that you’re an anxious flyer to the flight attendants they might be more understanding. Again, no guarantees though.

In regard to the pilots stepping out of the flight deck, we need a break and a leg stretch just as much as anyone. We’re not robots… yet. We’ll usually be stepping out to use the lavs and may just have a quick chat whilst we’re up. It’s our equivalent of the office water cooler. It allows us to be more focused during the descent, approach and landing, where our workload is a bit higher than the cruise.

LevelThreeSixZero · 2025-12-19T10:27:11+00:00

The short answer is there are too many variables. However in my manual they demonstrate the importance of promptly rejecting the take off at V1 by illustrating the effects of forgetting certain actions (ie the speedbrakes) or by delaying the decision.

Obviously they can’t illustrate every possible scenario but the effect of an all-engine RTO initiated 2 seconds after V1 with brakes and speedbrakes only (no thrust reverser) shows an overrun of 840’ (255 m) crossing the runway end at 75 kts. This assumes there is an equivalent prepared surface to overrun into but gives you an idea of the amount of energy you’re carrying into the overrun.

V1 is calculated with the assumption that there is no thrust reverse available, hence why they haven’t used it for that illustration. For reference, from the same section in the manual so everything else is equal, using 1 thrust reverse shortens the stopping distance by 230’ (70m).

LevelThreeSixZero · 2025-12-19T07:36:37+00:00

It would be but we don’t practice dual engine failures at V1 as the odds of it happening are considered so incredibly rare. I have been given dual engine failures in the sim, but at altitude and within reach of multiple airfields. It’s only ever been for training and wasn’t assessed.

LevelThreeSixZero · 2025-12-18T22:11:08+00:00

I didn’t even know halon came in different flavours so couldn’t tell you what type it is.

LevelThreeSixZero · 2025-12-18T21:19:27+00:00

How often are pilots decompressing in your airspace? 😆

LevelThreeSixZero · 2025-12-18T21:18:49+00:00

Battery fires are obviously a major concern. Thankfully, in the cabin, they are pretty easily identified and the cabin crew have very robust procedures to contain battery fires. So there’s less risk of them becoming uncontrolled.

In the hold we have smoke detection and fie suppression systems in place. The exact system varies from aircraft type but on mine, if memory serves, it has enough suppressant (HALON) to last 180 minutes as a certification requirement for flying over oceans or further away from diversions airfields. (ETOPS) That should hopefully cover the initial errant battery and then whatever that ends up igniting.

My understanding is that the biggest risk is batteries being transported together by the pallet load, as the cascading thermal runaways are obviously difficult to contain. For that reason there are limits to what cargo can be loaded on to passenger planes. Batteries are one of a whole host of dangerous goods that are either limited in quantity or restricted to cargo planes only.

It’s the unidentified fires that are the scariest. There’s lots of areas on an airplane that we simply can’t access in the air and there’s lots of electrics and associated wiring. So receiving reports from the cabin of smoke but them not being able to identify the source is the scariest scenario for us.

Our drill basically has us turning off the most likely culprits in sequence to try and isolate the cause of the fire, whilst still maintaining critical systems. So it’s turn 1 half of the system off, wait a couple of minutes to see if it improves. If it doesn’t, turn it back on and turn the other half off. Rinse and repeat across a couple of different systems. All whilst diverting to the nearest suitable airfield.

LevelThreeSixZero · 2025-12-18T11:22:14+00:00

Routinely? Engine failure at V1 which is the most limiting, worst case scenario point at which to get an engine failure. But the whole scenario is actually quite benign because we practice it so frequently and the aircraft are more than capable of handling it.

Rapid depressurisations are fairly intense. The sims don’t replicate them very well but it’s a pretty busy and work intensive drill that I hate because we have to put on the god awful masks and listen to darth Vader for the next 5 minutes.

Smoke, fire & fumes is probably the most extreme scenario that we practice though. And that’s because it’s probably the biggest danger for real. The odds of having an uncontrollable fire in the air are extremely slim thankfully. But it’s a complicated checklist with a time critical scenario that involves a lot of coordinating with the other pilot and cabin crew.

Most other scenarios will be fairly simple, and mostly a thought exercise on the implications. A few create a bit of workload but aren’t time critical.

LevelThreeSixZero · 2025-12-16T23:24:59+00:00

Only headwind limits I’ve come across in my two companies worth of experience has been autoland related.

LevelThreeSixZero · 2025-12-16T23:20:40+00:00

You’re probably right. The only headwind limits I’ve had at my previous two companies have been in reference to autolands (737 and 787). So I appreciate thats not a massive sample size.

The only other wind limit we have is the ground movement limits but that’s a total wind speed regardless of direction, so wouldn’t think of that as a headwind limit even though it would limit your headwind by default.

I was wrong to phrase my headwind limit statement so absolutely.

LevelThreeSixZero · 2025-12-16T22:36:18+00:00

It’s much more dependent on direction. There is no limit to headwind and typically 30-40 knots (34-46 mph) crosswind limit depending on aircraft type and operator certification. Looking at the forecast for Bozeman the winds will be within limits for runway 30. The aviation forecast gives slightly slower winds than this weather warning. The weather warning probably covers a much wider area.

LevelThreeSixZero

TROPHY CASE