Two aircraft on same runway in Toronto
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variable pitchP :
Yes in Europe but not in the US where the 6000 ft rule applies ( you can clear an a/c to take off provided the preceding has passed the 6000 ft mark)
Most of the Canadian ATC rules are based on US ones , although I am not sure in this particular case it they are exactly the same .Someone from Canada can confirm or infirm that.
Yes in Europe but not in the US where the 6000 ft rule applies ( you can clear an a/c to take off provided the preceding has passed the 6000 ft mark)
Most of the Canadian ATC rules are based on US ones , although I am not sure in this particular case it they are exactly the same .Someone from Canada can confirm or infirm that.
But your post points to a deeper problem that we thought had long since disappeared in this age of CRM. Firstly so many assumptions, "you're not a jet pilot", "you're not an airline pilot" and remember "making an ass out of you and me" . Most of all it's the old Chestnut, yield to my superior experience and shut up that makes you dangerous.
And yes, who the hell rejects a take-off at 135 knots for a bird strike.
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As well, the 777 has a lot more brakes than an Embraer(12 versus 4). I wonder if both aircraft at max weight would have the same(or almost the same) deceleration rate from 135 knots. Maybe your original statement is correct, but ability to land in London City is not the evidence I was looking for.
H"NS (Canada) with 359 people on board, to taxi into position and hold on runway 06L."
They still say "into position and hold" instead of "line up and wait?"
They still say "into position and hold" instead of "line up and wait?"
Best one tho was a very pragmatic French ATCO who gave me a "land over [the one which had slithered to a halt after shedding a MLG tyre on touchdown]" clearance! With a vast length of runway after the crippled aircraft, the fact the voiture de pompiers was already at the scene, the 6 or so pax were all clearly gathered beside the wreck on the runway and vis was perfect down the runway just in case someone else was driving out to take a look-see, a quick sidestep so as not to fly directly over the scene before regaining the C/L at very short "displaced" final made life so much easier all round!
Cheers, H 'n' H
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Get them light enough and you'd be impressed. Full power takeoff the other day, in a light w/b, and the acceleration was very impressive. My PR is a 757 and 27 degrees of pitch, and accelerating, at V2+ a bunch. Or a 767-300 doing 6000+ FPM out of 10,000'. Light w/b's are impressive at full power. With full derates that we use on light flights we're only using approx. 66% of our thrust. It's much different when we use 100%!!!
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At my home airport, it usually goes something like this. Plane A is cleared for takeoff and reads it back. Plane B is then told to line up. The hold bar is a bit further back than usual. At about the time plane B is just shy of the runway edge line, B is given the takeoff clearance. As B is reading it back, plane A is just getting off the ground. Once B reads back the takeoff clearance, C is told to line up, and so on.
re the LAHSO, I guess it depends on what you’re used to. Many US pilots are uncomfortable with “line up and wait behind...”. Just like “line up and wait”, it greatly increases efficiency. Last time I did it, it was kinda neat seeing an A380 roll through the intersection that I’d held short of. Looks neat on the approach too. Only eclipsed by the parallel approaches into SFO and SYD (I think).
re the LAHSO, I guess it depends on what you’re used to. Many US pilots are uncomfortable with “line up and wait behind...”. Just like “line up and wait”, it greatly increases efficiency. Last time I did it, it was kinda neat seeing an A380 roll through the intersection that I’d held short of. Looks neat on the approach too. Only eclipsed by the parallel approaches into SFO and SYD (I think).
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What is the typical V1 for an E190. The report says the RTO was initiated at 135 knots for a bird strike yet there was no damage. Is it possible to have a bird go on the engine, create a compressor stall leading to an RTO and then find no damage.
"At my home airport, it usually goes something like this. Plane A is cleared for takeoff and reads it back. Plane B is then told to line up. The hold bar is a bit further back than usual. At about the time plane B is just shy of the runway edge line, B is given the takeoff clearance. As B is reading it back, plane A is just getting off the ground. Once B reads back the takeoff clearance, C is told to line up, and so on."
Check Airman:
I must've misunderstood something what you describe sounds perfectly routine and normal.
though I can imagine that if most of the planes served are heavies and supers then there would a delay for wake turbulence. Although my mind's made up as far as LAHSO operations
Check Airman:
I must've misunderstood something what you describe sounds perfectly routine and normal.
though I can imagine that if most of the planes served are heavies and supers then there would a delay for wake turbulence. Although my mind's made up as far as LAHSO operations
Last edited by Pugilistic Animus; 22nd Mar 2020 at 12:47.
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It appears LAHSO can be confounding to pilots
The first time I saw one being done was in Canada, landing on the jump seat of a Dash 8 seeing a MD11 landing and crossing our path at the midfield intersection .
As a controller my first reaction was,: what about if both of you had decided to go around ?... trying a visual separation right behind and in the wake of an MD11 at this speed and altitude ?
I know the chances of this occurring are very low, but in my days procedures did not include luck as a mitigating factor .
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"At my home airport, it usually goes something like this. Plane A is cleared for takeoff and reads it back. Plane B is then told to line up. The hold bar is a bit further back than usual. At about the time plane B is just shy of the runway edge line, B is given the takeoff clearance. As B is reading it back, plane A is just getting off the ground. Once B reads back the takeoff clearance, C is told to line up, and so on."
Check Airman:
I must've misunderstood something what you describe sounds perfectly routine and normal.
though I can imagine that if most of the planes served are heavies and supers then there would a delay for wake turbulence. Although my mind's made up as far as LAHSO operations
Check Airman:
I must've misunderstood something what you describe sounds perfectly routine and normal.
though I can imagine that if most of the planes served are heavies and supers then there would a delay for wake turbulence. Although my mind's made up as far as LAHSO operations
