Thanks Kyle for the very detailed and informative reply. Really helped a lot, much appreciated, I keep strobes on up to cruise until departing the runway.. Its amazing to see even the FAA have "grey areas" upon the definition of using lights on an aircraft. I bet that's why a lot is down to pilot discretion as you cant "define" what the FAA and other aviation authorities actually mean....Very interesting. Thanks once again.

 

You're welcome.

 

As much as I criticize the FAA, I do like how "open" some of the regulations are, as they don't usually box people into odd catch-22s (I can't think of any examples where they do, but I'm sure there are some regs that collide, in terms of their requirements; see the multiple definitions of "night"). The odd back side of that is that interpretations by people doing the enforcement do vary, which causes some issues between the various Flight Standards District Offices (FSDOs or "Fizdohs"). One inspector might get really picky about something, whereas another FSDO might not concentrate on that issue much at all (resting on the idea that the item is more 'discretionary'). Not even kidding - this is an issue identified and studied by the industry. Still, I'd argue that the openness is more of an advantage than a disadvantage, on the whole. This also plays into the earlier comment: people in aviation don't always know everything about it...even at the FAA 

Going back to the beacon light, any thoughts on why some aircraft on a tug have this running while being taxied around the apron areas and in some cases not?

Going back to the beacon light, any thoughts on why some aircraft on a tug have this running while being taxied around the apron areas and in some cases not?

 

We did this because repositions under tow required the APU to power the hydraulics, which usually also meant we'd run the packs to keep things cool/warm. This meant that the aircraft could potentially have a pressure higher than ambient, and presented a hazard to anyone who might attempt to open the door (minor, but present). Additionally, with the HYD on, flight controls were powered, which presented a different hazard (more for smaller planes with controls within body height range). APU exhaust could be yet another (though, again, relatively minor - see here).

 

 

I never worked in 121 ramp ops, but have launched many biz jets. Fueling a Gulfstream can be a rather long process - especially when they are departing on an international flight, where the uplift can be over 3000 gallons. When it's the middle of January, and about 10 degrees F outside, the poor fueler turn into an ice cube while standing next to the aircraft holding the pump deadman switch for 20+ minutes.

 

Single point FTW!

 

 

 

But, when the APU is running, there is a spot near the right wingtip where the APU exhaust hits the ground, and if one stands there, it is like being in a nice hot breeze in the Sahara desert, even on the coldest winter day. Not 100% safe perhaps, (if the APU turbine decided to disintegrate for some reason), but it beats getting frostbite! Only problem is that afterwards, one's clothing would be impregnated with the aroma of Jet-A exhaust

 

Yep - just like the ResetJet. I prefer the smell of spent Jet-A, luckily. I think that came from having been doused when attempting to fuel a Jet Ranger with a Range Extender mod (whoever designed that with an elbow joint needs to be hit upside the head with a Jet-A fuel nozzle).

 

 

 

I prefer the smell of spent Jet-A,

 

I love the smell of JP-4 in the morning.

 

Yep - just like the ResetJet. I prefer the smell of spent Jet-A, luckily. I think that came from having been doused when attempting to fuel a Jet Ranger with a Range Extender mod (whoever designed that with an elbow joint needs to be hit upside the head with a Jet-A fuel nozzle).

 

Kind of like topping off the center tank on a Beechjet, while perched up on a step ladder. The first 200 gallons go in quick. But for the last 125 it's: squeeze the trigger - let off - wait for the "foam" to settle - add a bit more - repeat. He who is impatient will get soaked!

Kind of like topping off the center tank on a Beechjet, while perched up on a step ladder. The first 200 gallons go in quick. But for the last 125 it's: squeeze the trigger - let off - wait for the "foam" to settle - add a bit more - repeat. He who is impatient will get soaked!

 

haha - yep. Sounds a lot like the King Air nacelle tanks, too. Kinda miss the ramp on some days.

 

 

LOGO - as above when on the ground, at night - off when above 10,000 (can aid visibility to other aircraft when on - not just advertising at night)

 

For clarification, I don't believe this is a regulation, rather more Airline SOPs, at least here in the US. For example American Airlines never used Logo lights before the USAIR merger. Now it appears it's more random. Sometimes they use them, sometimes they don't. Most other airlines though do use them all the time.

 

Tom Cain

For clarification, I don't believe this is a regulation, rather more Airline SOPs, at least here in the US. For example American Airlines never used Logo lights before the USAIR merger. Now it appears it's more random. Sometimes they use them, sometimes they don't. Most other airlines though do use them all the time.

 

Tom Cain

 

Note that the line "none of these are rules - simply popular practices" is right at the beginning of that list.

 

The only rules are about the illumination of the nav lights (sunset to sunrise), and that a beacon and landing lights must be present (though no mention is made of when they must be used).

Note that the line "none of these are rules - simply popular practices" is right at the beginning of that list.

 

The only rules are about the illumination of the nav lights (sunset to sunrise), and that a beacon and landing lights must be present (though no mention is made of when they must be used).

The reason I posted, was under logo, you stated "as above", which above that was the NAV lights which as you state is a required regulation. Which made it sound like the LOGO's were also required. (At least to me)

 

Tom Cain