9/18/2023 0 Comments Atc audio feed![]() Every additional minute of use gets one closer to the F. Neither situation puts the airplanes in dangerous proximity to each other and both provide a robust safety margin, as has been demonstrated by the rather significant errors that have led to runway incursions, which this incident was not, in the first half of this year.I can't tell if this is the corporate pilot assuring his passengers that all is well, or, if it truly is what is believed.Įverything has an MTBF. That is why airplanes are sent around when they don't have 6,000' and airborne, on the preceding departure, or clear of the runway, on the preceding arrival. The system is designed to have multiple levels of safety with backups for every identified threat and failure. The same failure is just as likely before the first approach. The risk of a mechanical problem does not increase after a go-around. Neither situation puts the airplanes in dangerous proximity to each other and both provide a robust safety margin, as has been demonstrated by the rather significant errors that have led to runway incursions, which this incident was not, in the first half of this year. The engines can suction-feed tank-to-engine if both pumps were to fail on the same tank. Each pump in a tank is powered by a different electrical bus. By the time you're landing, the center tanks are dry. We can see the other airplane out the window and avoid it.Īll fuel tanks have two fuel pumps. If a crew member is incapacitated, an emergency will be declared and ATC will make a big hole for the landing. what if something happened to one of the crew members (incapacitation) or equipment which increased the risk of flight on the 2nd or 3rd approach? what if a fuel pump went out then the reserve fuel for the 2nd/3rd attempt was no longer available? point being all of the extra attempts add unnecessary risk to the additional go-arounds (remote yes, but still unnecessary).The risk of a mechanical problem does not increase after a go-around. Thanks, you are assuming same conditions on the 2nd and 3rd approach. what if something happened to one of the crew members (incapacitation) or equipment which increased the risk of flight on the 2nd or 3rd approach? what if a fuel pump went out then the reserve fuel for the 2nd/3rd attempt was no longer available? point being all of the extra attempts add unnecessary risk to the additional go-arounds (remote yes, but still unnecessary). There is no risk of a collision.Thanks, you are assuming same conditions on the 2nd and 3rd approach. In this departing aircraft is not 6,000' down the runway and airborne, with emergency fuel, I'm landing anyway. If fuel is that low, we will have already declared minimum fuel, and then, emergency fuel, and ATC will provide more separation. If the controls aren't responding we have bigger problems than the go-around. We'll go-around on our own before it becomes a safety issue. ![]() The go-around doesn't come as any surprise to us. If you are a UK citizen, please contact your MP and see if they can help make an exception to this law.We can see the situation developing by looking out the window, listening to the clearances given to other aircraft, and seeing the spacing between us and the aircraft we are following on TCAS. Let’s hope this law gets modified - there has been at least one online petition aimed at attempting to get some attention but it does not seem to have had much of an effect on Ofcom. Furthermore, the original reasons for this law have long since become irrelevant. ![]() This is clearly a law that needs to be updated in light of the many educational uses for listening to aircraft communications. This means that it is illegal to listen to anything other than general reception transmissions unless you are either a licensed user of the frequencies in question or have been specifically authorized to do so by an authorized person. ![]() regulatory authority for communications) has stated on numerous occasions: “It is an offence to listen to any other radio services unless you are authorised by a designated person to do so.” The antiquated law states that although it is not illegal to sell, buy or own a scanning receiver in the UK, it must only be used to listen to transmissions meant to be broadcast to the general public. It is illegal to provide air traffic control feeds from within the UK due to an outdated law that originated back in 1942. Why don’t you have any feeds from the UK?. ![]()
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