LevelMind

When ATC tells an Aircraft to hold at a certain waypoint, and also says an altitude. For example: "ABC123 hold at XXX FL90"' Then, a bit later, while the Aircraft is in the hold, it gets a futher descent clearance to ex. FL70. Should the Aircraft then countine to FL70 or stay at FL90 for the holding as originally stated?

Ok, thanks

Thanks for the answer! Is there anyone that knows if it common to report on-stand deicing in Europe? Since the last answer was from Airports in the US.

Hi, As we are getting into the colder part of the year, I thought I'd ask a question about deicing. So, in real life, when you are at an airport which requires you to perform on-stand deicing, should you tell ATC that you will be performing the on-stand deicing within the next couple of minutes, or would you just do it at your own discretion?

Ah ok, thanks

And also, while we're on this topic. I thought I'd ask if PROC A or PROC B (at which you'd climb with TO thrust up to 1500 feet before Climb thrust) is still used? Or if only the new NADP 1 or NADP 2 (at which you reduce to CLB thrust at 800 feet) is used?

Ok thank you!

Ok But which NADP should be used? NADP 1 or NADP 2, since they're quite different i'd be good to know.

I'm wondering how you are meant to know which NADP that should be used for departure. I know that it usually says on the charts, but at an airport such as EKCH it only says: Noise Abatement Procedure No turns allowed Before: etc.... So should I assume NADP 2 should be used since that seems to be the normal one at which you accelerate and derate at the same time?

At an airport such as LGSM (Samos) there is a VOR and NDB approach heading straight towards the runway, which means that the last part is flown manually, so that you align with the runway. So, I'd assume ATC clears you for the VOR (or NDB) approach, but since they've cleared you for a VOR approach, are you still allowed to start flying the visual bit of the approach, or do you need to recive another clearance stating that you are cleared to start flying visually?

Hi, In the Boeing 737 I am aware of how to perform a Engine bleed off takeoff, and using APU bleed for the packs. Now just out of curiousity, I'm wondering if it would be possible to have ALL bleeds off (Engine bleeds and APU bleed) for departure and therefore obviously not using the packs. Or are there any systems other than the air conditioning that requires any type of bleed air, which would make it impossible to have all bleeds off? Thanks in advance

Ok thanks

Hi, I've got a question regarding using the transponder on the ground. So, I am aware that in real life pilots usually tend to set their transponder to ALT RPTG OFF during taxi/pushback, and when they get onto the runway they set it to TA/RA. Now, my question is; when I flew to CPH, the ATIS said "squawk Charlie on push" which I assume means that you should set your transponder to "on" aka TA/RA or XPNDR. But if that is the case, why does just CPH (and maybe some other airports) have it differently than other airports, and if I would still set it to ALT RPTG OFF, would ATC ask me to go to squawk mode Charlie since that what it said in the ATIS? Also, I am wondering if you should set you're transponder to TA/RA while corssing an active runway, and after you've crossed it, if you should turn it back to ALT RPTG OFF? Thanks in advance!

Ok thank you!

All right, thanks for the answers! And while we're on this topice, I thought I'd might as well ask if you need a specific clearance to fly a specific approach ex. CAT III, or if you just do whatever you like?

Ok So my other question is, if you plane for an CAT III or CAT II approach and you see the runway before your minimums, would you go manual or continue the autoland?

That is true. Altough I'm interested to know how they do in real life.

Hi, When do you use autoland for during a landing? I know that the 737 needs to autoland when the visibility is 200m, but what is the visibility is for example 400m? Would you still autoland then even though it's not at the minimums of 200m? Thanks in advance

Thanks for the answers! That more or less explains it

Hi, Recently I discovered that when the temperature is below 10 degress, GSX tells you to start engines after the pushback is completed due to icing contiditons. So my question is, do they not start engines until after pushback if icing conditions are present in real life? And if so, why is that? I don't understand how it can make any difference if you start the engines during pushback, or after the pushback. Thanks in advance

Thanks for the quick response! That basicly answers my questions

All right, thank you for your response. However I am aware that it is indeed included in your flightplan, but the reason you sometimes tend to report your aircraft type is because airlines tend to change the aircraft that will be operating that route in a short time, and therefore the flightplan might indicate the incorrect aircraft type than what is actually flying.

Hi I'm wondering if you have to include aircraft type on your initial contact with ATC during approach and on ground (Approach controller and Delivery), or if you only need to do that if specified in the ATIS. I'm quite certain that you always need to do it in the UK, but my question is regarding the rest of Europe. Now, the reason that made me think about this was because the other day when I flew with ATC, I did not include my aircraft type in my request for clearance to delivery, since it didn't say in the ATIS. But the ATC then asked me to tell him my aircraft type even though it did not say anything in the ATIS or on the Charts. So this made me wonder how it works in the real world. Do they always include aircraft type, or should it only be included if specified? And do you include aicraft type on initial contact with Approach? Thanks in advance.