Are you referring specifically to military bases? Because I can see a counter-example outside my window. BUR handles commercial operations with crossing runways 8/26 and 15/33. And I don't just mean they cross but only one is used. In normal conditions (95% of the time), planes take off on 15 and land on 8.

Occasionally take offs are reconfigured for 33, but landing is still on 8. That's how things started this morning. But I guess the northerly winds got even stronger (i.e. the crosswind on 8 increased) because to my surprise they are taking off and landing on 33. This is the first time I've ever seen this.

I mostly meant for new-builds of commercial airports and military bases. I wouldn't be at all surprised if crossed runways were still being built for general aviation (if any new GA airfields are being built these days). And, of course, there are tons of airports built back in the day that still have crossing runways.

More and more often though, I see things like the "usual" runway getting maintained and expanded and the "every once in a while" runway being allowed to deteriorate until it is eventually closed.

I'm no expert though. I'm just basing my guess on what I've seen out the window recently.

Following on from the chat about runways here, I looked into the British situation- in England, only London Heathrow (2) and Manchester (2) have more than one runway, which are both parallel. Belfast also has two runways, perpendicular to each other. I guess the relative density of population of the UK means that they've built more airports each with one runway rather than a smaller number of airports with multiple runways/capacity.

For example, London has 5* airports (Heathrow, Gatwick, Luton, Stansted, City) each with substantial international traffic, for a total of 6 runways.

*I don't think Southend is really in/near London

Gatwick (EGKK) - 2 runways
Heathrow (EGLL) - 2 runways
Stansted (EGSS) - 1 runway
Luton (EGGW) - 1 runway
London City (EGLC) - 1 runway, but only 4948’ long (too short for us, except in an emergency)

Only one of those runways is routinely used, the other is only rarely operated (in an emergency/backup fashion)

If you're counting Stansted and Luton then I think you have to count Southend (nice little airport imo)

Hey W0X0F

random question - hopefully not already asked.

What is the quickest you could get a plane in the air.
From entering the non-started plane, to off the ground? No checklists, just 007 style.

understand types of planes would differ greatly

This happened at BWI recently. The preferred routing for helicopters transitioning between DC and Baltimore was to fly over top of 04/22. We still called it the 04/22 transition after the runway was closed but eventually the pavement for the old runway was removed and one day the tower didn't like that I referred to the runway headings that no longer existed, so now it is just the midfield transition, although still flown generally on a heading of 040 or 220.

How is this measured? I flew from LAS to BWI yesterday in 3:36 measured from the takeoff roll to touchdown which looks proportional if that's what you mean. If yours is gate to gate maybe my flight wasn't as impressive though.

It could be done very quickly if we skip parts like preflighting systems, loading the FMS with the route and performance data, obtaining a clearance and running checklists. The only real limitation timewise is starting the engines, which means first starting the APU (to provide electric power and pressurized air for the start).

On the 777, the engines can be started simultaneously, but every plane I’ve flown requires starting one at a time. The GE engines spin up and stabilize more quickly; the P&W engines take probably about 90-120 seconds (each) to start. For cold engines, we like a minimum warm-up time of 5 minutes, but that could be dispensed with as long as engine parameters (oil pressure and temperature) are within normal ranges.

I’d say I could walk on a cold dead plane and have it airborne in less than 10 minutes. For a light GA airplane even less, probably 3-5 minutes.

The flight time is wheels up to wheels down and is recorded automatically by weight-on-wheel sensors. Although 3:56 is my pb for LAS-JFK, I’m sure it could have been beaten recently. I heard guys saying they had nearly 200 kts on the tail a couple of weeks ago.

Last night, I flew IAD-SEA. Flight time was 5:23. The flight attendants had just flown in from SEA and their flight time eastbound was 4:08.

January 24th by any chance? I was on that route and remember in being longer than normal.

Sent from my Pixel 4 XL using Tapatalk

I had to go check my logbook. Chalk this one up to a geezer moment and the swift passage of time. My flight to SFO was November 26th. Didn’t go there in January at all. January included layovers in Mexico City, Los Angeles, Las Vegas and St. Thomas, VI.

Next month: SFO, LAX and SAN layovers.

I got to take my first seaplane ride in a de Havilland DHC-3 Otter for a short hop from Vancouver to Nanaimo a couple weeks ago.

It got me wondering how many different types of single engine planes you've flown in your GA days. Also, are there type ratings for single engine prop planes like there are for the commercial jets? What are the key things you need to know when preparing to pilot a new single engine plane? For example, I imagine V_r can't be exactly the same for all single engine planes.

This is from memory and includes all aircraft which I have flown, even if only once:

Piper Cherokee 140 (PA-28-140)
Piper Cherokee 180 (PA-28-180)
Piper Turbo Arrow (PA-28R-201T)
Piper Lance (PA-32R)
Cessna 172 (Skyhawk)
Cessna 182 (Skylane)
Cessna 182RG
Cessna 177 (Cardinal)
Cessna 206 (Stationair)
Cessna 210 (Centurion)
Piper Seneca I (PA-34)
Mooney M-20 (Executive)
Grumman Yankee (AA-1B)
Grumman Cheetah (AA-5A)
Grumman Tiger (AA-5B)
CAP-10
Great Lakes (2-seat biplane)
Robinson R-22 Helicopter
Rutan Long-EZ
Convair 440
Jetstream 3200
Jetstream 4100
Canadair Regional Jet (CL-65)
MD-88
B-737
B-757
B-767



For prop planes, a type rating is only required if the maximum gross weight exceeds 12,500 lbs. A “complex” prop plane (i.e. a plane having retractable landing gear and/or a constant speed prop) does require additional training and a logbook endorsement by a CFI. The extent of this training is not spelled out and can be accomplished in one flight.

When moving from one light aircraft to another, the critical areas are just what you alluded to: knowing the speeds involved for various phases of flight.

Just remembered another airplane: Diamond DA20 Katana

Have you seen many cancellations and less occupancy due to fear of corona virus?

What type of ventilation system does an airplane have and are there filters to keep air clean? Is it possible a long flight could be an 'incubator' similar to a closed packed cruise ship?

first guess is a long flight is multiples of X more likely to be an incubator than a cruise ship

If I remember correctly this isn’t true. People don’t move around as much on the plane and mingle together and there’s decent filtration systems for the air. Food service is also much more isolated (compared to something like a buffet on a cruise ship) and so fewer opportunities for contamination there.

Have the recent cancellations of flights due to coronavirus affected your flight schedule?

How about your plans to retire?

I flew to ATL and back to TPA the last few days and you can see planes with fewer and fewer people on them. My flight to ATL on Southwest was about 2/3 full or so and my flight back was less than half full. That is just unheard of this time of year going to Florida.

I was to have a conference in Vegas next week that ended up cancelling. I had already cancelled out earlier in the day. Airlines and the hospitality industry in general are really gonna take a big hit the next couple of months.

So far, none of my flights have been affected. I’ve seen a big drop in passenger loads though. I just flew a trip comprising four flights: JFK-LAX on Saturday in a 767; LAX-MEX-LAX on Sunday in a 757; LAX-JFK red eye Monday night in a 767. These flights are normally full, but they were all at about 75% load factor. My commute flights between DCA and NY were about the same. When I left JFK last night at 9 pm, Terminal 2 was a ghost town. It’s normally packed with passengers. I think I read the other day that it’s estimated that airlines worldwide could lose about $120B as a result of this pandemic.

It will have no affect on my retirement date but it could result in me finishing out my career on Reserve if they reduce the flying schedule much (which seems likely). This month I was able to hold a line (vs. Reserve) consisting of transcon trips (SFO twice, LAX twice, SAN once). I’ll have my April schedule in about five days. Chances are I’ll be back on Reserve.

What is the airline doing to protect you?

step #1, I would skip saying goodbye to passengers as they deboard.

Nothing that I’m aware of.

When we arrived in Mexico City this past Sunday, a Mexican official presented a form to the lead flight attendant for her signature, attesting to the absence of any sick passengers on board. She declined to sign on the grounds that she is not a medical professional.

I just heard that our Dear Leader* has decreed that all flights to/from Europe (except the U.K.) will cease as of Friday. I think that means life on Reserve for moi in the coming months.

LMAO. Thanks for this. Best joke I've heard in months.