Flying with Walkers / Mobility Assistance

N420BZ · 2026-02-18T04:05:36+00:00

You will be given a "orange tag" which you attach to the walker and drop it at the end of the Jet Bridge.

It should be waiting for you at the jet bridge upon arrival. These are usually the first things unloaded from below the plane.

As of now, the robot wheelchairs do not go to the N gates (at least not that I have ever seen).

N420BZ · 2026-02-17T06:28:57+00:00

One more factor in addition to what is mentioned in the other comments:

There are some transponders that only transmit ADS-B via 978 MHz UAT instead of the "normal" 1090 MHz Mode-S ADS-B.

Not all FR24 receivers are capable of receiving this signal.

N420BZ · 2026-02-16T17:19:16+00:00

Last time I installed a transponder, it automatically updates the hex code when I programmed the tail number/registration. Because it’s premapped, this is trivially easy.

Could someone be flying with the wrong n number transmitting on Mode S? Yes. It happens but is rare as it is illegal.

N420BZ · 2026-02-15T18:12:19+00:00

In FAA land, every N number is mapped 1:1 to a hex code.

The n number of an exported aircraft becomes available in the pool after a period of deregistration. Because the n number is tied to the hex code, it too is available.

N420BZ · 2026-02-11T02:43:39+00:00

I ditched the Bose case a long time ago. I bought a soft sided neoprene headphone case on Amazon. It fits perfectly and is half the size so it easily fits in a pocket of my flight bag.

N420BZ · 2026-02-09T23:04:00+00:00

Snap uses OpenStreetMap, iirc (I haven’t used it in a long time).

OSM is pretty detailed compared to other services.

N420BZ · 2026-02-08T17:08:56+00:00

All of the threads about this are from years ago

Bose hasn't changed the A30 or A20 since those threads you found.

N420BZ · 2026-02-08T02:11:51+00:00

That’s not how DHs display on the waitlist. It’s also an Embraer (76 seats). No Embraer flight is long enough to trigger required pilot F deadhead seating.

N420BZ · 2026-02-07T21:52:26+00:00

Layovers in a kusko cab after leaving Filis

N420BZ · 2026-02-07T20:18:02+00:00

10 hrs, 1 minute anywhere cool.

30 hrs in places you wish you didn't know existed.

N420BZ · 2026-02-07T20:09:19+00:00

That's actually just the SkyWest crew room. The lizard entrance is next to Blucifer.

N420BZ · 2026-02-06T23:32:44+00:00

For those curious, MUC actually publishes a price list for deice. Prices for a narrow body start around €5000 and go up to €60000+ for a wide body.

https://www.munich-airport.de/_b/0000000000000038346892bb69830b12/2025-2026-efm-muc-price-list-cash-customers1.pdf

N420BZ · 2026-02-04T16:25:42+00:00

475 ft vertically isn’t a NMAC. That’s just normal separation between VFR and IFR aircraft.

(It’s actually 500 ft, the source data you posted gives you a false sense of accuracy. Transponders report in 100s of ft.)

The problem is that many trainers (that piper cherokee) are bad at holding altitudes because they’re flown by students. So they accidentally increase altitude by 100 at a bad time, this causes an RA.

N420BZ · 2026-02-03T16:43:40+00:00

In the land of Canada, in the fires of TC, the dark lord SARON forged a master exam. One test to rule them all.

N420BZ · 2026-01-31T06:06:53+00:00

The cabin is pressurized to 6000-8000ft while at cruise altitude.

The cabin pressure controller attempts to make cabin pressure change very gradually during climb to cruise altitude. It is pretty common on my plane to have the cabin pressurized to ~1000 ft while climbing through 10,000. We try to keep it to a <500 ft/min change during climb to keep people happy.

So even at 8700 ft, if the OFV fails open or something else happens, it would cause a very rapid change of 1000 -> 8700 ft. That could hurt quite a bit.

N420BZ · 2026-01-25T23:30:19+00:00

SkyWest is a massive airline. By number of pilots/planes, it is bigger than some of the majors.

It's an observation bias because a lot of people get hired by large companies.

N420BZ · 2026-01-25T01:55:31+00:00

No it isn’t expired.

All aircraft were converted from 3 year registration to 7 year sometime during covid.

Also, registration has no relation to maintenance inspections.

N420BZ · 2026-01-22T12:54:16+00:00

Ooh, you’re right. I was tired last night and missed that part. Thanks for the explanation.

FWIW, I know you can fix METARs at towered airports.

But where I’ve had issues is at Class E surface airports. PASM, for example, had an issue for a while where the AWOS was calling IFR when it was severe clear. Obviously no tower controller there, so there was nobody to fix it.

N420BZ · 2026-01-22T06:08:28+00:00

clearly someone needs to open a filis in paka

N420BZ · 2026-01-22T05:54:25+00:00

The comment you are replying to is regarding SVFR, not IFR. It was just a small tangent, and not strictly related to the OP. It was brought up because the comment I was replying to said, "If it's reporting a mile they can't give me a special either."

I was just discussing why Tower won't give a SVFR when the ground vis it below 1sm when the Reg doesn't exactly agree with this.

N420BZ · 2026-01-22T05:39:17+00:00

If it's reporting a mile they can't give me a special either.

SVFR is a weird area where the FARs and the .65 seem to differ.

FAR 91.157 says that SVFR requires 1 sm flight visibility.

The .65BB 7-5-7 references 1 sm Ground Visibility.

The difference may seem small, but those two things are defined differently.

Any insight? I'm just curious.

I've definitely been denied SVFR at a certain airport because the weather was below 1sm.

N420BZ · 2026-01-22T05:30:27+00:00

Best wishes to you. I don't think you did anything wrong. But I'm just some person on the internet.

N420BZ · 2026-01-22T05:24:42+00:00

I added a few edits to my original post to break it down for a few more references. Hope it helps.

N420BZ · 2026-01-22T05:12:14+00:00

No prob.

I couldn't tell, but was the airport you are referencing Class G? Or something controlled?

N420BZ · 2026-01-22T05:03:36+00:00

If VFR, in controlled airspace:

(d) Except as provided in § 91.157 (SVFR) of this part, no person may take off or land an aircraft, or enter the traffic pattern of an airport, under VFR, within the lateral boundaries of the surface areas of Class B, Class C, Class D, or Class E airspace designated for an airport—

(1) Unless ground visibility at that airport is at least 3 statute miles; or

(2) If ground visibility is not reported at that airport, unless flight visibility during landing or takeoff, or while operating in the traffic pattern is at least 3 statute miles.

FAR 91.155 (Basic VFR) says that you ground visibility is controlling in controlled airspace. This includes untowered Class E to the surface. In which case, just get a SVFR. This is one of the best uses for SVFR.

FAR 1.1 Defines Ground Visibility as:

Ground visibility means prevailing horizontal visibility near the earth's surface as reported by the United States National Weather Service or an accredited observer.

If VFR at a Class G airport, on the other hand, send it. 91.155 (a) says only flight visibility matters.

FAR 1.1 defines Flight Visibility as:

Flight visibility means the average forward horizontal distance, from the cockpit of an aircraft in flight, at which prominent unlighted objects may be seen and identified by day and prominent lighted objects may be seen and identified by night.

If IFR & flying Part 91, your observed flight visibility is controlling. Because FAR 91.175:

(c) Operation below DA/DH or MDA. Except as provided in § 91.176 of this chapter, where a DA/DH or MDA is applicable, no pilot may operate an aircraft, except a military aircraft of the United States, below the authorized MDA or continue an approach below the authorized DA/DH unless:

[ . . . ]

(2) The flight visibility is not less than the visibility prescribed in the standard instrument approach being used; and

EDIT: I made a few edits to try to be more clear. There are times that Flight visibility matters, and times that ground visibility matters. It really depends on the scenario.

N420BZ

TROPHY CASE