Easyjet captain PA and use of ldg lt
Join Date: Mar 2001
Location: I wouldn't know.
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@Berksflyer, i believe on the airbus the second tiller is actually not an option but standard equipment. On the 737 it is optional though and i know only of KLM that has ordered it.
Actually the drag landing lights create is equivalent to 4 kgs fuel per trip. Multiply that by 204 (the number of aircraft in the EZY fleet) and again by 8 (sectors per day) and again by 364 and you get a fuel saving of 2.4 million kgs per year, not a miniscule amount I think. The lights are of no use in cloud or during daytime during climb or descent, so why waste fuel using them .
Join Date: Oct 2004
Location: Bournemouth UK
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So the FO when PF vacates the runway. I believed captain to take control while decelerating on the runway
On the Airbus, when Pilot Flying the FO will control start up, push back, taxy out and every phase of the flight right up to the point when the aircraft is just about to park on stand. FO's don't park the aircraft because a lot of stand guidance systems are designed for left hand seat only.
Hope this helps.
Join Date: Apr 2008
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With all due respect to the non believers that landing lights create drag, in my company many (another UK airbus operator), many people lower the landing lights for drag. Our policy is when gear is up landing lights are off and when gear down landing lights on (although the manual does state if we want them on we can leave them on - no one does).
Lowering the landing lights on the airbus gives you an extra 100/200 feet per minute rate of descent, which when you are flying a continuous descent can help you just that little bit extra which prevents use of speedbrake.
But why not just use the speedbrake you say? On the A319 there is an anomally where when flap is out if the speedbrake is used then the autothrust will not fly the target speed. It flies approx 10 kts above the target speed, which is a pain in the butt when ATC at LHR require accurate flying... So lowering the landing lights DOES have benefits depending on type and conditions
Lowering the landing lights on the airbus gives you an extra 100/200 feet per minute rate of descent, which when you are flying a continuous descent can help you just that little bit extra which prevents use of speedbrake.
But why not just use the speedbrake you say? On the A319 there is an anomally where when flap is out if the speedbrake is used then the autothrust will not fly the target speed. It flies approx 10 kts above the target speed, which is a pain in the butt when ATC at LHR require accurate flying... So lowering the landing lights DOES have benefits depending on type and conditions
Curse you Brits for bringing us Volmet listening all day, inability to be cleared for an ILS approach, using 121,5 as a practise pan chatroom and now: Continuous dull and patronising PA's. This last bit is for some reason spreading like a plague.
Poor pax having to listen to blabber all day. A normal departure would go like this now: I'm capt. Morgan, welcome onboard please pay attention to the safety demo. A few seconds after a CA welcomes all on behalf of capt. Morgan and 15 minutes later the FO can announce that he is sitting together with capt. Morgan. Did we have enough introductions yet? How are you set for smalltalk? And NO, pax will not become more attentive just because you ask them to.
Poor pax having to listen to blabber all day. A normal departure would go like this now: I'm capt. Morgan, welcome onboard please pay attention to the safety demo. A few seconds after a CA welcomes all on behalf of capt. Morgan and 15 minutes later the FO can announce that he is sitting together with capt. Morgan. Did we have enough introductions yet? How are you set for smalltalk? And NO, pax will not become more attentive just because you ask them to.
wouldn't have said it better
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Join Date: Mar 2011
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For example an italian cpt, in a ej flight departing from italy and arriving in italy can perform his PA only in italian or he is suggested performing in english too?
