With plug type doors there is no way for one to swing open, but even assuming that happened there wouldn't be any major pressure change. You are right that there is a slight pressurization when the power is applied for takeoff, but it is very slight (very low psi differential).

If a door could actually open, it would be noisy be not much of a safety issue during the return for landing. This is the reason we'll go ahead with the takeoff for a door light if we're above 80 kts when it happens.

I would have confidence in the pilots I fly with to do this. Crosswind landings themselves are not that difficult from the standpoint of technique but strong crosswinds are rarely steady state winds...it's usually gusty and this requires constant adjustments to the control inputs required to maintain centerline during the descent (with a crab angle into the wind) and again after transitioning to the final wing-down landing. Because a proper crosswind landing will have the airplane touchdown first on the upwind main wheels, some passengers assume that the pilot screwed up by not touching on both main gear simultaneously.

Oddly, we don't spend much time during recurrent training on crosswind landings. It's just kind of assumed that competent pilots know proper crosswind landing technique. We may do 2 or 3 crosswind landings for each pilot using steadily increasing winds, right up to the maximum direct crosswind allowed for the aircraft (30 kts for the 767).

You said ealier in your thread that the worst thing a pilot can hear is "XX what is your altitude?" I never read you actually say why though? Thats my question. And btw, thanks! Awesome thread.

OK, I may have been exaggerating a little bit. I can think of a few things that would be worse to hear ("We've got an uncontainable fire in the aft lav" or "Hey, did you hear about the latest round of bonuses for management? Gee, I wonder how they're going to pay for those?")

But that's not why you called...

Yes, this particular question can cause a momentary adrenalin rush because of the implication that we're not where we're supposed to be. Sometimes it's being asked because the controller has lost the Mode C readout (altitude reporting portion of the transponder response) and is just checking. But the normal response by pilots is to look at each other with the unspoken question, "Did we screw up?" Being at the wrong altitude is a mistake not taken lightly.

I don't want to give the impression that we get this question often. I think every pilot has heard this at least once or twice, but I honestly can't remember the last time I got asked this question by a controller.

The much more common question is "Say your airspeed" and this one causes no angst to the pilots (unless we're below 10,000 ft doing 320 kts). This is usually just a controller getting an idea of speed for his flow planning. It's often followed by a request to maintain a specific airspeed or perhaps something like "Maintain 300 knots or greater for spacing." We usually get these kind of clearances from the lower sectors which are feeding the flow of traffic to Approach control. NY Approach may have told Boston Center that they can need the planes ten miles in trail as they come over the feeder fix into NY's airspace.

Hey WOXOF, I dont think I ever saw a reply to this, not sure if you just missed it. Speaking of flights originating from Brazil, what was up with those pilots that landed on the taxi way in ATL back in October? I never heard any update from the media

I believe WOXOF already addressed the issue of the landing on one of the taxiways.

As for the Gol loss, here is a very detailed article. Wonder what WOXOF thinks about it...

http://www.vanityfair.com/magazine/2...ir_crash200901

I read that article and have listened to the audio, very interesting. I am just curious on any update

do you prefer to fly in clear skies with little wind because its easier and less stressful or do you prefer IFR minimums because you have to use more piloting skill to get the job done.

W0X0F,

With the one snowstorm passed and another on the way: what part of a snowstorm/nor'easter really starts to have an adverse effect on the operation of an airport and the ability of flights to take off (and land)? Is it the snow itself and/or visibility reduction resulting? Is it the wind? Is it snow removal at the airports (are runways heated)? Icing? Other stuff? Assuming snow starts to fall at Newark overnight on Tuesday at a moderate clip, at what point on Wednesday would airport operations really start to feel the effects?

Really interesting read

The worst thing I heard a controller ask was "How many souls on board?"

I'm sorry if I didn't respond...guess it slipped by me somehow. I don't have any more information on this than you can find on the internet.

The article that China Clipper referenced was fascinating...best description of the accident that I've read. The author, William Langewiesche, does a superb job of describing the issues involved leading up to the mid-air. I wish I had his writing skills.

When it's crystal clear and the visibility is unlimited, there's nothing that beats the view from my office. On clear night flights, I've seen the lights of D.C., Baltimore, Philly, and New York stretching out to the Northeast.

But there is something very satisfying about an approach and landing to minimums. I remember when I was flying stand-ups (continuous duty overnights) out of IAD and coming in on the dawn flight to IAD in weather down to 200 ft ceiling with a half mile visibility. Flying the ILS with no autopilot in the J-32 was a nice way to start the day. Shortly after landing, I'd be on the road home, seeing all the other folks fighting morning traffic on the way to their jobs, and I'd be feeling kind of like that Army private in the commercial, "Good morning First Sergeant!" (Do you remember those ads? "We do more before 8 am than most people do all day.")

But...given a choice, I'd go for the good weather.

The main thing is going to be the rate of snowfall. If it's coming down really strong (say, >1"/hour) they may not be able to keep the runways clear. There's two issues with snow on the runway: depth and braking conditions. Most airlines won't operate when the snow depth exceeds 3" or when braking action is being reported as "nil". (Braking action is reported as Good, Fair, Poor or Nil and is either reported by landing aircraft or by ground vehicles testing the surface. It can be somewhat subjective.)

Some airports are better equipped to deal with the snow than others. I was visiting my brother in San Antonio in 1985 when 1-2" of snow paralyzed the city and closed the airport. They didn't have any snow removal equipment. That amount of snow wouldn't cause much of a problem in the northeast.

One of the first things any controller will ask when you declare an emergency is, "State fuel remaining and souls on board." They expect the fuel remaining to be expressed in time, such as "one hour and thirty minutes." I think they want the number of people for search and rescue reasons.

I'm not sure of the origin of "souls on board", but it's a quick way to refer to everyone on board, and eliminates exchanges such as this:

ATC: "How many people on board?"

Pilot: "128"

ATC: "Does that include the crew?"

Pilot: "No...let's see...3 pilots, 8 flight attendants...carry the one...I guess we have 139 on board."