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Pilot/Controller Forum / Re: Optimized Profile Descents OPDs
« Last post by tyketto on Today at 06:49:37 PM »

First off, the document is over 10 years old, without any updates to it. What tells me this is not only the publish date of the document, but the arrivals they use as in the example section; the RIIVR arrival hasn't been used in 6-8 years.


Second, some.. actually, a lot of this is already in use in the US.

For example, prior to doing any continuous descent operations, the En Route/Center controller would issue a hard crossing restriction at a waypoint that is used for handing off the aircraft to the terminal/TRACON area, where the TRACON would have control on descent for that arrival:

Quote
En Route: cross GRAMM at and maintain FL180.
En Route: Contact SOCAL Approach, 124.9.
Terminal: Descend via the RIIVR TWO arrival. At RIIVR, cleared ILS Runway 25 Left Approach.

Now, En Route gives the descent:

Quote
En Route: Descend via the ANJLL FOUR Arrival.
En Route: Contact SOCAL Approach, 124.9.
Terminal: After CRCUS, Cleared ILS Runway 25 Left Approach.

The pilot already will get the descent optimized and continuous by not having to deal with the hard crossing restriction before entering the Terminal area. So most of this is already done in the US with arrivals already optimized for it. They have been for a while.

BL.
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Listener Forum / Re: Radio quality
« Last post by MattBlackAviation on Today at 04:59:45 PM »
Makes sense! Thanks!
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Listener Forum / Re: Radio quality
« Last post by dave on Today at 04:39:07 PM »
Matt-

There are many factors involved with reception quality - it has nothing at all to do with whether the airport is small or large. While you may be able to find examples that make it seem that way, it is not generally true.

The main factors are distance from the airport and installation quality (antenna, coax cable, receiver used, etc).

Hope this helps.

Dave
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Listener Forum / Radio quality
« Last post by MattBlackAviation on Today at 04:26:38 PM »
Why do smaller airports have better radio quality? Bigger airports tend to have more background noise.
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Pilot/Controller Forum / Re: Optimized Profile Descents OPDs
« Last post by Rick108 on Today at 02:07:42 PM »
Yeah, for sure!  It's a great idea, but I wonder how this will work in practice.  I can't imagine we will start hearing aircraft at altitude and hundreds of miles from their destination get a clearance like "Descend pilot's discretion to 2000', report initial approach fix inbound"  :o   Yikes!
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Listener Forum / Re: KGPT feed is live
« Last post by fasteddy64 on Today at 10:08:30 AM »
Glad someone is listening!

I am currently using a Uniden BC 785XLT and an old Scantenna ST-2

Ed
KG5UN
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Pilot/Controller Forum / Re: Optimized Profile Descents OPDs
« Last post by diskus on Today at 08:13:28 AM »
This seems like quite a challenge for controllers. Would be interesting to hear from some
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https://www.msn.com/en-us/news/us/pilot-seriously-injured-in-ejection-from-plane-crash-at-brainard-airport/ar-AA16QAi0

Glad he's alive.  Whatever happened, it was quick, he never even got a call off.

HARTFORD, CT (WFSB) - A pilot suffered serious injuries from a plane crash in Hartford over the weekend.
he Connecticut Airport Authority said that at around 3:45 p.m. on Saturday, a single-engine aircraft crashed shortly after take-off at Hartford-Brainard Airport.

The airport is a general aviation airport with smaller planes flying in and out.

“We usually see all of those little planes flying over head and we always a little nervous. We don’t want them to crash or anything,” said Gabriela Brown, an eyewitness.

The Hartford Fire Department said it was a four passenger prop plane that crashed on the turf runway.

“The plane is a Lancair, which is a kit plane. [It] could be built by the pilot. It’s a high performance airplane, which means it’s got a 350 horsepower engine. [It] goes very fast,” said Dr. Michael Teiger, longtime pilot, former Federal Aviation Administration medical examiner.
The pilot, only identified as a 54-year-old male, was the only occupant and was ejected.
The pilot was responsive on the scene, but suffered burns and possible fractures. He was transported to an area hospital.

Even after an accident, Teiger said most pilots wont let that stop them from flying again.

“I don’t see a real difference between an air traffic accident and a car accident on the highway. Most of us, if we were in an accident, we’d be shaken up, take a breather and usually get back and start driving again. And I think the same would be psychologically true for flying,” he said.

The FAA launched an investigation.

Officials do not know how much fuel was spilled. The Department of Energy and Environmental Protection was on the scene.

The airport was closed immediately following the crash, but has since reopened.

While traveling southbound on Interstate 91, Brown said she and her father saw a huge cloud of black smoke that came from the direction of the airport.

“First thing we thought was ‘did a plane crash?,’” she said. “To see it happen in front of us, just driving on our normal route, that was really shocking.”
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Pilot/Controller Forum / Optimized Profile Descents OPDs
« Last post by KB4TEZ on Today at 05:24:06 AM »
Found this on my LinkedIn feed from FL360aero.

Planes heading to Orlando, Kansas City, Omaha, Reno and six airports in South Florida can now slide down from cruising altitude to final approach saving millions of gallons of fuel and reducing greenhouse gases.

The new Optimized Profile Descents (OPDs) safely eliminate the need for the fuel-consuming stair-step procedure. Under traditional procedures, aircraft repeatedly level off and power up the engines.

This burns more fuel and requires air traffic controllers to issue instructions at each step. With optimized descents, aircraft descend from cruising altitude to the runway in a smooth, continuous path with the engines at near idle.

Then this document was part of the discussion, pretty interesting IMO

https://applications.icao.int/tools/ATMiKIT/story_content/external_files/102600063919931_en.pdf
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Found this interesting.

https://www.usatoday.com/story/travel/airline-news/2023/01/06/american-airlines-pilots-voice-concerns-new-cockpit-procedures/10995941002/

The union representing American Airlines pilots has raised concerns about new cockpit procedures the airline implemented Tuesday, saying pilots had not been given adequate time or training to learn them.

While pilots would normally receive formal in-person or online training on procedural updates of this kind, Allied Pilots Association spokesperson Captain Dennis Tajer told USA TODAY in an interview that they only received a training bulletin (or handout), along with updates to the operating manual – which he estimated comprised 100 pages of reading between them – and a short video with a general overview of the changes that he says was not specific to the aircraft American pilots fly.

The updates are designed to streamline pilot operations across the airline's fleet, according to Tajer.

"American Airlines Flight Operations management is attempting to circumvent robust safety-related pilot training by unilaterally imposing operational changes via bulletin," leaders from the APA, which represents 15,000 American Airlines pilots, said in a post on its website Monday. "While APA does not oppose fleet harmonization, we are steadfast in our commitment that pilots must be properly trained BEFORE operating with passengers."The post went on: "This attempt to train by bulletin, while ignoring serious safety concerns and well-established best practices, runs the risk of dramatically eroding margins of safety."

"Our commitment to safety is unwavering, which is why we regularly update our Aircraft Operating Manuals to ensure they represent the latest and safest information for our pilots," an American Airlines spokesperson said in an emailed statement. "These changes represent industry best practice and ensure improved crew coordination and consistency across fleet types so that our pilots can easily transition across different aircraft if they choose."The spokesperson said the changes have been in the works since 2021 and have been done in collaboration with APA's training committee, adding that the "approach to familiarizing" pilots had been approved by the Federal Aviation Administration.

Tajer said there had not been any collaboration with APA on the particular changes implemented Tuesday.While Tajer said self-study is a normal part of how pilots train, "A reading assignment is not proper flight training." He added that pilots received the materials in early December, giving them a month to review them, which is "1/12" of the time they would normally have to get familiar and train on similar updates.

He said the union asked for a delay in implementing the changes, which management refused. "We want this to work," he said. "We understand what they're trying to do, but like anything on the flight deck, you've got to get trained." The union also contacted the FAA asking them to intervene, Tajer said, but the agency declined.

"The FAA requires airlines to have robust safety management systems that enable employees to report safety concerns," the FAA told USA TODAY in an emailed statement. "The agency reviews those employee reports daily to ensure the safety of an airline’s operations."

The agency also said it reviews and approves all training materials. But it did not comment on the APA's request to intervene in the matter.

What are the new American Airlines protocols?
The new protocols impact a range of cockpit procedures, including "how pilots communicate, coordinate, and execute flight safety duties at some of the most high-threat times of flight," according to the APA. Those are scenarios such as low-visibility approaches, rejected takeoffs – during which an airplane takeoff is terminated – and others.

Tajer said pilots received a letter from management on Jan. 1 – which he shared with USA TODAY - advising pilots that "during this learning period, the changes are small enough that mixing the new with our current callouts and procedures would not bring undue risk," the letter read.
"On the flight deck, mixing procedures – ones that are no longer valid with ones that are – is reckless," he said, adding that the guidance made his "jaw drop."
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