ICAO RNAV Naming Convention Change sounds like a fascinating read.

Were you a commercial pilot when DIA opened (Denver)?

It was before I moved out here. Just curious about how big a deal it is logistically when a new airport opens.

I imagine most of it (especially now) is handled automatically by some kind of "homing beacon" being turned off at old and turned on at new, so somebody doesn't land at old by mistake?

Do you guys have to do a lot of training in the simulator to get a feel for the visuals at a new airport?

Any other info you think is interesting about this process is appreciated.

I remember when Denver International Airport opened in 1995, but at that time I had not yet flown commercially west of the Mississippi. By the way, the actual airport identifier is DEN (ICAO designation is KDEN). I was a bit confused by your use of DIA until I looked at the DEN Wikipedia page. It says that DIA is how the locals refer to the airport.

It’s really not a big deal at all. There is no changeover moment where one airport is “turned off” while the new one is “turned on.” As far as training for the new airport, there isn’t any unless there is something especially demanding about the airport. We have a list of “special use” airports which require pilots to be specifically checked out before flying to them. Denver isn’t one of them.

(Mexico City requires a special checkout, and I’ve got three flights there next month. Although I’ve flown there in the past, this will be my first time there as a Captain on the 757/767 so I’m expecting a check airman to be with me on my first flight there. The reason for this checkout comes from company experience that the arrival and approach procedures there can be especially demanding. So the check airman provides advice on best practices and potential pitfalls. As an interesting aside, the check airman is sometimes a first officer who has been specifically trained and authorized to provide the familiarization.)

I’ve flown into many airports that I’ve never been to before. In the 737, I flew to several airports in the Caribbean that were “firsts” for me (e.g. Grenada, Aruba, Punta Cana). The company has several resources for pilots to familiarize themselves with a new airport. These resources are available on line through our Flight Ops webpage. Of course, there is nothing quite as useful as flying with someone who’s been there. But I’ve had situations where neither of us have been there and I just make sure to do my homework on what to expect, with special consideration given to terrain and airspace restrictions.

Did you read up on Atlas? Ever have an "oops" with the TOGA button when you were on the 767?

Any idea what the G forces are on takeoff and landing? My guess is more than one, but not a huge amount more.

Your guess is right. I can’t give you an actual number (we don’t have G-meters), but it’s only slightly above 1G. The exception would be a hard landing. If someone really plants one on, G forces could be significant, though instantaneous and very short-lived.

I can’t remember inadvertently pressing the go-around “paddles” on the rear of the thrust levers in a 757 or 767, but I can see the potential for it. Those paddles sit right under the heel of your hand as you rest your hand on the thrust levers.

I did do this in a 737 flying into one of the Caribbean islands. I was fairly new to the plane and the 737 has two go-around buttons located on the front of the thrust levers, right below where your hand rests during an approach. Identical buttons on the outboard end of each thrust lever are used to disconnect the auto-throttles.

I was making my approach with the autopilot off but autothrottles were still engaged. These have to be disengaged before landing. At about 500’, I pressed one of the buttons on the front of one of the thrust levers and this put the plane in go-around mode, giving me climb guidance on the flight director and automatically advancing the thrust levers to go-around power.

It was easy enough to deal with. I ignored the flight director guidance, because I was in position to land visually, and I disconnected the autothrottles by pressing the correct button on the end of the thrust lever. It was embarrassing and humbling.

What is it about climate conditions that allow white cloud trails from jet exhaust sometimes but not other times? or does it occur more often in older less efficient jets?

I finally flew again after 2 1/2 years. First time was only about 5 years ago. First was Southwest (SW), then SW, then Allegient, and this time, Delta.

I'm obviously not a frequent flyer, but I couldn't help but notice how different Delta is from SW. The people flying it were almost all obviously frequent flyers. Things I noticed:

Seating wasn't discussed or enforced at all. People just knew what they were doing and no one was really checking their seats.

When I got my receipt from the clerk, I was handed "22F" although I was assigned "22B" by the website. I walked up the aisle and didn't really know where to sit. I put my stuff in overhead 22-something and just plopped down in a random seat below. Some woman sat in the aisle seat and that was the flight.

Turbulence wasn't a big deal at all. We were getting tossed pretty good for a short while, but this was easily the least turbulent plane ride I've ever had.

In any case, no peep about it, no one looking around (besides me). Everyone was chilling, reading their tablets or whatever. I had to look away from my computer. I felt like I was going to throw up if I didn't. No one else was affected.

In SW, the FAs have their famous fun intros, but they are also very much rules enforcers. That fun interaction hides the militaristic style of keeping everyone in their place.

Delta is super quiet and almost impersonal. No intro, no shouting, no chatter on the plane, no "line up here." Just quiet and down to business. Nothing was preempted or assumed, short of the thought everyone is well-behaved and knows what goes into flying.

Check-in was also very different. Many people obviously had carry-on bags that are too large, but no one made a fuss about it. In SW, they measure and weigh your stuff. Here, I just walked past some girl and she told me to go to the security.

I feel like I drank myself into a gutter last night. I was sure to eat before I flew, but I still get utterly ****ed up from flying. I "only" slept 13 hours and I want to throw up and go back to bed.

In any case, I just wanted to share my thoughts on this one. I didn't realize the contrast would be so large between airlines.

You should fly Spirit next time.

Or cross the pond and take a Ryanair flight. I saw a compilation of bad or hard landings, and I think 6/10 were Ryanair.

Any comments on Norwegian Air? Is it the Spirit of international flights? Guessing it's probably better to look for other options and just pay the extra $.

Contrail formation is dependent on ambient temperature and relative humidity. I never gave any thought to engine efficiency but I suppose the composition of the engine exhaust is also a factor. However, the most modern aircraft (Airbus 380, Boeing 787) leave contrails just like every other plane.

I think that’s an apt comparison for Norwegian Air but, to be fair, I have no first or even second hand knowledge of their operation.

I already flew Allegiant Airline...

https://viewfromthewing.com/low-cost...nt-unsafe-fly/

Forty-two of Allegiant’s 86 planes broke down in mid-flight at least once in 2015. Among them were 15 forced to land by failing engines, nine by overheating tail compartments and six by smoke or the smell of something burning.

I used to jokingly say I survived my flight, but yeah..

Well, that and what the gub'mint puts in the release valves to control the population...

You've mentioned your upcoming forced retirement. I think it was due to age (?).

Are all pilots of a certain age forced to quit flying, or is that Delta, FAA, or somebody else imposing that limit?

If you're able to continue, is it (at least theoretically) possible that you could obtain a small aircraft and start W0X0F Air? Some kind of private service, maybe a business or charter pilot is what I'm thinking of.

Do different airlines tend to use different brands for the microphone/headsets used to communicate with ATC? I have noticed (when listening to liveATC) I can always hear the engines when United pilots sign off and switch to Departure after takeoff.

Federal Aviation Regulation Part 121 covers airlines. FAR 121.383(e) states:

No pilot may serve as a pilot in operations under this part if that person has reached his or her 65th birthday.


I looked for the corresponding rule in FAR Part 135 which covers commuter operations and on-demand operations but I couldn’t find it, though I’m pretty sure that the same age limit applies. So maybe I could do some kind of air charter operation.

I could certainly do flight instruction (I’ve renewed my CFI every two years since I got it in 1980) and I enjoy teaching, so that might be what I do. Delta sometimes hires retired pilots who have a training background as sim instructors in Atlanta so that’s another possibility.

I’ve seen David Clark and Telex used for the ship headsets, but most pilots carry their own. I own several David Clark headsets which are great on noisier planes. I used those exclusively when I flew turboprops and also when flying GA. I had a Sennheiser noise cancelling headset but one of the wires has a problem and I can’t find anyone to repair it. Sennheiser has abandoned the aviation market, so I’ve been using my brother’s castoff Telex (he retired in December).

If I was just starting out, I’d buy the high end Bose noise cancelling headset.

UFC uses David Clark's for the in arena crew during shows.

Allegiant is to Spirit what Delta is to Allegiant.

A two parter about turbulence, but I don't think I can word either half well.

1) What causes it? It seems as if the plane drops into a void, causing a thump when it hits more "solid" atmosphere below. I don't imagine the atmosphere has voids in it though.

2) When encountering turbulence, how much does the aircraft's position change? It can be quite startling when in bad air, but I bet the change in elevation is probably only a foot or two.

Just to clarify, is the localizer part of the ILS system or something that is used when ILS isn't available?

I ask because this past Monday I was listening to the LAX approach channel, and planes coming into Runway 24R or 24L were being told to turn to heading 220 to intercept the localizer and cleared for visual approach.

Solar radiation heats the earth's crust. Warm air rises. Cool air descends.