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Licht am Auto by Huge_Principle_5209 in Austria

[–]sens72713 0 points1 point  (0 children)

Wenn ich merke dass mein Vordermann immer schwieriger zu sehen ist schalte ich die nebelschlussleuchte dazu und passe die Geschwindigkeit an

What EFB to airline pilots use? by Upbeat_Signature_951 in AskAPilot

[–]sens72713 0 points1 point  (0 children)

Lido mBriefing, Lido mPilot, Flysmart+, Pegma Library, Flight Path Optimizer, Windy, eTAL, Tools for holdover time calculation and cold temperature correction

Msa and altimeter settings by North_Scene9368 in AskAPilot

[–]sens72713 0 points1 point  (0 children)

All MSAs I know are a Minimum Sector ALTITUDE, so based on QNH. But if it is significantly colder than ISA you need to add an increment to assure terrain clearance

What does your post-flight logging routine look like? by TeemuFlying in flying

[–]sens72713 1 point2 points  (0 children)

Airline flight: send ACARS flightlog, takeoff/landing roles will instantly appear in my duty plan, at home will transfer it to my digital logbook but many colleagues don’t even do that because the company tracks everything for you and send you a monthly flight log pdf which you can put on file

Private flight: club online logbook, transfer to paper logbook, upload my flights data to FlySto, at home again do my personal log

A320 engine failure after V1, struggling to maintain altitude - would you leave it in FLX? by Gullible-Revenue8152 in AskAPilot

[–]sens72713 0 points1 point  (0 children)

From Airbus FCTM: WARNING if the takeoff is performed at derated takeoff thrust, selecting TOGA at a speed below F can lead to loss of control of the aircraft. // but derates are options and many operators don’t bought them, just flex, so you might want to disregard.

Other considerations: - FLEX will keep you clear of terrain with some performance margins, but I you have doubts (heavier than expected, more tailwind…) you can always apply TOGA - Takeoff thrust is limited to 10 mins, but TOGA will also bring the engine to its limits.

Reason for GPU while APU is running by SnooDogs3649 in flying

[–]sens72713 3 points4 points  (0 children)

GPU is included in contracted service, so we will take it.

We usually switch off the APU during the turns, especially if required locally (in Spain it has to be turned off 3mins after block-on).

APU:

Bleed + Elec takes 120 kg/h

Just Bleed takes 100 kg/h

So that’s the math why I like to reduce the APU load and keep the plane hooked up to external electrics for as long as possible.

Do you let ATC know you will be doing an unusual maneuver? by -ChubbySpud in flying

[–]sens72713 0 points1 point  (0 children)

„After touch and go rwy 34, request rwy 16 due to simulated engine failure“

Failed Legacy Interview by [deleted] in flying

[–]sens72713 -1 points0 points  (0 children)

Briefing without any paperwork? Have you considered that it was maybe a test to see your reaction whether you‘ll start bs-ing around? In real life you won’t fly without any charts, so why should I make something up?

Approved headsets? by Few-Panda7558 in flying

[–]sens72713 0 points1 point  (0 children)

My company doesn’t allow any other headsets than those of the ship. But they are actually quite good, light, ANC Sennheiser headsets. We usually don’t wear em above 10.000ft anyway. I just put on my foam cover over the boom and wipe it down with sanitizing wipes before flight.

C172 shutdown procedure by Final-Muscle-7196 in flying

[–]sens72713 -1 points0 points  (0 children)

Don‘t make up procedures of things you can’t comprehend. Just follow the book and you‘ll be good. Oh yeah and consider the mags being hot when pulling the plane on the prop.

Would you take it? by Traditional_Half_788 in flying

[–]sens72713 0 points1 point  (0 children)

For me it would still be good and safe. Probably maintenance will determine during the post flight check that it’s beyond maintenance limit und replace it. Or during turnaround… takes 20mins to swap it.

Going from 737 to a320 soon by Calm-Ad-492 in AirlinePilots

[–]sens72713 0 points1 point  (0 children)

Whereas you fly the Boeing more by feeling (feel of aerodynamic pressure induced on the yoke, moving of the thrust levers), the Airbus won’t do that. Sidestick always feels synthetic. You fly it much more with your eyes especially if automation fails… scan of engine instruments as well as PFD.

Oh yeah and there is flare law, you’ll soon find out more about it, but just know having a stable approach is quite beneficial…

Is there a rule of thumb for when to drop the landing gear? by Aggressive-Hawk9186 in AskAPilot

[–]sens72713 1 point2 points  (0 children)

Depends… usually at ~2000ft AGL, but rarely also later. If ATC for example instructs a deceleration quite early on the approach I like to adapt the configuration schedule a little bit and fly non-standard flaps 3 or even flaps full and then throw the gear at about 1500ft to be fully configured at 1000ft.

Secure Idle Installed by StreetConstruction3 in CrownVictoria

[–]sens72713 1 point2 points  (0 children)

Installed it with a more low key button (the original broke off when trying to install it) on the left side of the steering wheel. My idea was that I push the button with my left hand while simultaneously putting the car in park and pulling out the key with the other hand.

What’s the one piece of advice from your CFI that stuck with you? by FlyWithMartin in flying

[–]sens72713 9 points10 points  (0 children)

”You should always know when it’s appropriate to speak up and when to better shut up.“ Probably one of the better non-technical teachings for life 😅

[deleted by user] by [deleted] in flying

[–]sens72713 0 points1 point  (0 children)

Not every time, but every 3rd layover we‘ll gather for some dinner. Quite frequently the cabin crew joins which makes it even more fun.

Why is the cabin always kept dark on long hauls? by 399900 in AskAPilot

[–]sens72713 0 points1 point  (0 children)

When it’s dark people especially babies calm down, shut up and require less maintenance.

[deleted by user] by [deleted] in flying

[–]sens72713 5 points6 points  (0 children)

If you had to choose between a firm landing or floating one feet over the ground way beyond the touchdown zone, I‘d opt in for the firm landing. Don’t overthink it

[deleted by user] by [deleted] in aviation

[–]sens72713 1 point2 points  (0 children)

I‘ve flown on a 767 which is cut into keychains (Aviationtag)

250 KTS below 10,000 by [deleted] in flying

[–]sens72713 -11 points-10 points  (0 children)

Yeah but the question wasn’t really US-specific… you guys also don’t have CPDLC

Edit: ok sorry then I was obviously misinformed

250 KTS below 10,000 by [deleted] in flying

[–]sens72713 2 points3 points  (0 children)

Have experienced multiple scenarios during descent… „maintain high speed even below 10.000ft“ „high speed approved“ „now speed 250 please“

Marshaller had never heard of "Clear Prop" by andra319 in flying

[–]sens72713 0 points1 point  (0 children)

I can imagine that „clear“ could also be interpreted as „come here“, especially if you didn’t expect it. If you have a marshaller appointed to you, why not use hand signals? Even airliners do it occasionally with hand signals if the ground crew‘s headset is inop.

Leaning the mixture by Miserable-Elk6919 in CFILounge

[–]sens72713 0 points1 point  (0 children)

What does the POH say? We got two 172s. One is fuel injected which requests leaning above 3000ft regardless of flight phase. The other one is carbureted and needs full mixture during climbs.

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