In which state do pilots typically recieve their aircraft? | Real Airline Pilot
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- čas přidán 6. 05. 2024
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I’m an A320 line mechanic in the states, and we always hand the plane over to the pilots in a powered up state. Usually EXT PWR on, screens on, and ADIRUS aligned.
Do you think that the same goes for the 737s and 777s at your airline?
Thank you! Are your A320s ETOPS certified and do you carry out the same procedure there as well? For us it's mandatory that we carry out an alignment ourselves whenever we go on an ETOPS sector, regardless if engineering already did one for us.
@@A330Driver No my carrier doesn’t do any ETOPS flights that I know of, so that must be why they always have us do the alignment. ETOPS is a whole new universe I’d like to explore one day if I have the opportunity.😎
When i was working in maintenance for my company i normally gave the plane powered up, just powered but not setup. When i was working for an MRO normally cold and dark
Some US carriers prefer if you shut it down when it's going to be at the gate more than 90 minutes or so. If the next crew is waiting, we usually leave it all powered up with the APU on. If it's going to be around a while and ground conditioned air isn't available, we'll leave it running, too, especially in the summer. Sometimes you have to advise dispatch/maintenance/someone at the company if you're leaving the airplane unattended with the APU running.
Terminating at the end of the day you have to check with local company operations. If the plane is staying on the gate overnight, they'll usually want you to shut it down all the way after everyone is off. Many times as soon as everyone is off, they'll push the plane back to a remote hard stand for overnight parking so they can use the gate for another arrival. In that case, they'll prefer the APU left on for the push crew. At my airline a lot of times the cabin crew doesn't stay at the same hotel as we do, so if we can leave it running, we just finish our checklists and then take off- before most of the passengers are even out. We'll wait if we're all staying together.
When you show up in the morning at an outstation, I'd say the most common configuration is external power on, in "service" mode so the cabin lights are on but avionics aren't powered up. Some stations have non-pilots qualified to run the APU, and in those cases you might find it with the APU already running. This is also the case if you're not the first departure from that gate- the plane was on a hard stand and they towed it to the gate after someone else departed.
For my airline, it’ll be the maintenance guys (either contract for an outstation - or first party staff at a larger airport or hub) that will start up the APU. Some airports are pretty strict on who or how the plane can be moved from the hard stands, so in some situations a totally different maintenance crew that are qualified for brake-riding will be required. Seems crazy inefficient to me but hey, it happens before I get there 😅
For sim pilots I think cold and dark is the way to go, if time permits. But when I’m in a hurry I will have it in a more prepared state.
Could you tell me your reason why you think cold and dark is the way to go?
More real @@A330Driver
For me as a flight simulator pilot, "the way to go" is to recreate things as realistically as possible while also adding some variety.
I think Emanuel has described the real procedures well, so we can come up with realistic scenarios ourselves, depending on the situation.
Starting cold and dark is something that has been shown repeatedly over the years, and there's something special about bringing the big aircraft to life. However, it's unrealistic to find the aircraft in a cold and dark state for every flight.
This is similar to the butter landing. It's often seen as the holy grail. Yet, a soft landing isn't necessarily a sign of a good landing. A good landing is safe, on the centerline, within the touchdown zone, with no drift, no floating, and not too soft, so the aircraft knows it has landed.
@@A330Driver Sure, I am attempting to learn everything, so when I have time, I do all of it. Once my skills improve I feel like then I could move towards being more realistic with procedures. Right now, for me, every step is important so I also understand what I turned on and why. I also I get the fact that it doesn’t work that way each time and that is why I watched. To get an understanding of real world as well.
I work at a mx base for a cargo airline in the US. We usually have the aircraft outside, powered up, APU on , IRU's aligned, packs on if needed. It's pretty much ready to go. They've just gotta do the walk around and input the flight plan. Certain flight mechanics do more for their planes than others. Some bake cookies at the start of their rotations.
Can you put a video on transatlantic flights with ETOPS and the differences with ETOPS 60 flights
Die Frage wollte ich dir auch schon stellen. Danke.
Thank you! I would love to see more of these "background", company operation videos. :)
I am planning a couple ones, though of course I need to be a bit careful not to share any sensitive information. Of course my new company wouldn't be particularly happy if I just shared all of the rather important stuff ;-)
But I think I can find a good middle way to give you a good insight into how operations work without sharing company secrets. Though I'm likewise sure some keyboard warrior will still try and report me to my company for sharing anything LOL
With GFO, the received state will become more noticeable because it will depend on the previous captain. Great!
That'll become interesting indeed, I see quite some problems coming up with people not doing proper preflights because they actually are not used to checking all the switches properly.
i would like to know how you do your tournaround procedures? Just set up the flight plan and do the brefing?
Do you fly the CEO and NEO, or just one or the other? If both, is there a difference in how they handle due to the larger engine and different wing on the NEO?
What about oposite situation when your crew is the last one of the day ? Are you responsible for turn off whole plane or not and for example secure cockpit or cabin after deboarding ?
Interesting that you tackled this subject, thank you. Over the last few months I've been watching the CZcams channel of an American Airlines line mechanic based at KLAX. Most of the aircraft he works on are left powered up by their previous crews, or he starts them and leaves them running, unless they are going to the hangar. I won't mention his channel name out of respect to you, but happy to post a link if you say so.
You're welcome to mention his channel name, my channel is all about learning new things in aviation and if someone else has a good channel for that you're welcome to share it!
@@A330Driver Thank you, Emi. His channel is www.youtube.com/@StigAviation
@@A330Driver I believe the channel is Stig Aviation, his videos are very informative and you can learn a lot from them in terms of the mechanical side of aircraft operations, definitely worth checking out 😁
@@A330Driver Weird, I thought that I had posted a reply to this 7 hours ago, but looks like I forgot to press the Reply Button. Anyway, it's www.youtube.com/@StigAviation
Valeu!
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I’m interested how the aircraft are secured when parked. Is there always staff around maintenance/ cleaning etc. do the doors lock from outside? Odd questions but wondering what happens with normal ground procedures
strongly depends on where the aircrafts stands (airside etc). But normally the doors were closed and you are not allowed to open them, but there was no staff around the aircraft. This was for a secured airside on terminal and outside positions
There are secret doors in case there are no air stairs.
I'm afraid I can't go too deeply into details on this one as it's got a lot to do with security, but normally aircraft are just left cold and dark and then some security measures applied to prevent unauthorized access. I'm afraid I can't say more than that. Sorry.
@A330Driver I understand totally. I could find much on the Internet probably for same reason 😅
They are typically ‘sealed’. This involves a few different measures - sometimes including a mechanical suction lock for the bins, and seal tags for the doors that will very specifically display if a seal is broken. This very much determines on your region, and also the location of the AC at the airport.
When is the sim update 15 coming out (time)?
I heard it's supposed to be today?
@@ersaviation3031 yeah but there is no update available yet. I dont even know how to install
@@landingmission2203 It could come later. When you load MSFS it will automatically load the page where you can update it.
It got delayed… again, this time Microsoft announced no, new release date.
Let's see it from the positive side though: This time they're really taking their time to get things right!
You airline pilots are really spoilt. For us biz-jet jockeys it is cold and dark 99% of the time… but I guess our inflight catering makes up for it😎
It's some five switches to flick, no big deal for us as well :D
I agree though, your catering (and probably also your rosters) will make up for a lot!