Quote:
Originally Posted by Tony Lepatata
how many diffierent radio frequencies do you tune to going from Nice to JFK? do you make sure to preset all of the freqs you expect to use to your radio before the flight?
We have two radios, each with two frequency settings. We flip a switch between the frequencies to select which is currently being used (active). Comm 1 is used for ATC communications and Comm 2 is used for company communications.
Before pushback we have Ground control as the active frequency in Comm 1 and Departure control as the standby frequency (121.9 and 135.9 at JFK). Comm 2 will have Delta ramp frequency in the active and maybe Delta Operations in the standby frequency. After leaving the ramp, we set the emergency frequency, 121.5, also known as "Guard", as the active frequency in Comm 2 and we monitor it throughout the flight.
When ground switches us to Tower, we change the active frequency on Comm 1 to tower and leave departure control in standby, switching to it after takeoff when tower says "Contact Departure". From that point onward, when we get a new frequency, we set in the standby window and then flip the switch to make it active. This way we still have our previous frequency in case we are unable to establish comm on the new one (or if we heard it wrong). Then we can simply flip the switch to ask the previous controller to repeat the frequency.
Once we coast out, we set the air-to-air frequency in Comm 1 (123.45) and still have Guard in Comm 2. We monitor both as we cross the ocean. Communication with Oceanic control is done via HF radios every 10 degrees of longitude, where we give position reports and estimate for next fix.
Going to Nice, the facilities we talked to were:
JFK Ground
JFK Tower
NY Departure
Boston Center
NY Center
NY Oceanic
Santa Maria Oceanic
Gander Oceanic
Shanwick Oceanic
Brest Control
Marseilles Control
Bordeaux Control
Nice Approach
Nice Tower
Nice Ground
We don't usually talk to NY Center, NY Oceanic or Santa Maria Oceanic going to Nice, but this time we were south of 45 N for the first part of the crossing (probably to avoid winds) and that made it necessary.
For each of the "Control" frequencies, there may be several sectors we talk to, each with a discrete frequency and we are handed off from one to the other.
Quote:
also you said you're only listening in your right ear and monitoring another frequency or two at the same time? does that get a little busy at time with overlapping transmissions?
It can get busy and distracting and sometimes we miss calls because someone is transmitting on Guard, for example. In this case, we'll temporarily turn down Comm 2. Other distractions include FA calls on the intercom, which seem to always come at the most inopportune moments.
Coming back from Nice we had a situation with a 13 year old girl who passed out. This was while the Captain was on break and the lead FA (we call her the A-line at Delta, which has to do with how they designate their duties on the flight) called to notify us up front. Since the Captain's break was nearly over, I told her to go ahead and wake him and explain the situation to him. I felt that this would be easier and more effective than a lot of back and forth on the intercom.
The next step, if necessary, would be to contact UPMC (University of Pittsburgh Medical Center) via SATCOM or, if we are not equipped with SATCOM, a radio patch via HF. A divert is a possibility in this case.
Nothing serious came of this situation because we found a doctor on board and the young girl regained consciousness, but it became quite a distraction as we were getting close to landing (about 45 minutes out) and we had a lot of radio calls being interrupted by calls on the intercom. Plus, we had to send all the information to the company via ACARS (name, age, address and seat number of the girl; name, address and seat number of the doctor). It was a lot of typing.
Quote:
this is probably like asking a random driver how he stays in the lane on the highway, but on every flight i've been on it seems like the pilots have put the plane down right on the centerline. is it rare to have a non centerline touchdown and is that a reason to go around?
Landing off centerline won't cause a big problem as long as it's not too far off, but it's considered bad form. More than 5 feet will probably get you a snide comment or a condescending look from your fellow pilot.
On the takeoff roll, I'll often purposely offset from centerline a few feet just to avoid rolling the nosewheel over every single centerline runway light (we call it "killing turtles").
Quote:
also- how is a woman similar to a jet engine?
Does it have anything to do with Suck Squeeze Bang Blow?