ScandinavianFlyer

Hi, I was wondering whether or not it is allowable to use a CLB thrust greater than Takeoff thrust during NADP 1 or 2, on the B737, since if you, for example, derate the TO thrust a lot, and then select normal CLB instead of CLB-1/-2, it will most probably increase from the TO thrust? Because if you read what is stated as required for those procedures they require you to reduce to CLB thrust at 800ft or higher, and if CLB thrust is higher than TO thrust, can it really be considered as a usuable CLB thrust during a NADP?

Hello again, I'm wondering when you need to request your intersection departure from ATC? Do you request it together with your taxi clearance for example "XXX123 request taxi to X2" instead of just "request taxi", or do you just normally request taxi and when you get handed over to tower, ask for an intersection takeoff? Thanks in advance.

Ok, I understand that a startup clearance doesn't replace a route clearance, but you may get them both at the same time it seems. And at some smaller Airports, you're clearance isn't Always available staright away, so in that case you'd get your clearance later I assume. And if a chart says something like "Request start-up and CLR not earlier than 30 min prior to EOBT...", does that mean you should call them with the request stat-up phraseology, or can you still just request the clearance itself first?

All right, thanks. Now, why would one request the startup clearance instead of FLP clearance, or the otherway around? What are the benefits of request startup immediately, rather than doing it during push, or so on?

Hello, I've been wondering what the difference is between asking for start-up clearance and flightplan (FLP) clearance. Because in some phraseology examples they say "XXX123, stand 1, information A, (etc.), request start-up to XXX" and sometimes (and the way I've learnt to do it) they say "XXX123, stand 1, information A, (etc.), request clearance to XXX", but what's the difference more than that you get your Engine start clearance thogether with the FLP clearance? Is there any benefit of doing it one way or Another or is it just personal preferance? Thanks in advance.

Hi, During one of my recent flights online with ATC, the ATC asked me if I wanted to descend through uncontrolled airspace so that I didn't have to level of for a while. I accepted this offer and nothing was unordinary, but my question is: What is the difference in this case since I was still on his frequency? The benefits of descending through uncontrolled was that I could keep descending constantly, but what are the consequences (because I assume there is some, because otherwise I don't see why ATC asked me if I wanted to do it or not)? Also, please note, this was a flight in Europe and therefore I'm looking for an answer regarding ICAO standards. Thanks in advance

Do you need to obtain an oceanic clearance if you fly into, for example, EGPF (Glasgow) from Oslo (or somewhere else which makes you fly out over water)? I'm questioning this since a route between those to airports would lead to a relativly long flight just out over water, which I assume means there's no radar coverage(?) and therefore would it be necessary to obtain a oceanic clearance?

Hello, As far as I'm aware, normally you would contact GND for push and start, but when i recently flew out of ENGM i saw that the charts said: "REQ start-up, when fully ready within TOBT +-5 on DLV." So does this acctually mean that you should request startup from DLV, and does it also mean that you should request pushback from DLV, or only startup?

Thanks for the answers! Now, this leads me to question, does the Handling frequency have anything to do with deicing, or what is that frequency for otherwise? Thanks in advance

What does the pilot acctually do in order to get his aircraft deiced (on stand deicing, not remote decing)? Does he contact the Handling, or just speak to the ground personnel? And when the deicing trucks acctually get to the Aircraft, do they communicate to each others via the Handeling frequency, the deicing frequency, or just via the interphone?

My question is; if you decide to divert, what do you need to tell ATC? I've orignally learnt that you should just tell them that you are diverting and if you want vectors or have a route. So if you have a route, should you just say the whole route with waypoints and airways, or is there another way? And will ATC assign you an altitude, or should you request and altitude you want to be flying to you're alternate airport?

I've been wondering what the hand signals that the pilots do to the ground crew actually mean. I saw a video where the first officer during the taxi into the stand, held his hand on the windshield and did thumbs up through the taxi, and when they set the brakes, the captain put his hand up, then closed it and after did a thumbs up? So I was wondering what all of that means to the ground crew?

Hi, I was wondering how reserve fuel works when you have multiple alternate airports during a flight. I know that the fuel minimums require that you have enough fuel to fly to an alternate airport, but what if you have multiple alternates? Do you need enough fuel to be able to fly to all the alternates or just the closest one?

Recently I saw a video of which a 737 landed in Moscow. In the video the pilots were flying on HPA which is flying on QNH if I'm not wrong, and they're LAND ALT was set to 600 feet. When they were on the ground the altimeter also read approximately 600 feet. So my question is: Why is that? I thought that during QFE operations (like it is in Russia) the LAND ALT should be set to 0, and the altimeter would be set so that it would display 0 feet while on the ground?

And also, I'm wondering if you should turn on Engine anti-ice during taxi to the deicing apron when you know that you will be deiced, or if you turn on EAI after the remote deicing?

Recently when i was flying i was descending and the atc told me "fly 280kts or greater" and then i got handed over to APP, at this point i was getting to FL100 which meant that i wanted to slow below 250kts, so i had to ask ATC if I could slow down (which i could). So I'm wondering if I should've slowed down by myself since i got handed over to a new frequency, or if I actually should've asked ATC if I could slow down?

Hello, I have two questions regarding low visibility procedures. Firstly, When LVP are in force at an airport does an aircraft need to advice ATC on initial contact with APP that they will be performing a CAT III or CAT II approach even though LVP is stated in the ATIS? (I know that you are required to tell ATC if you will be practicing an autoland during CAT I conditions, but I'm wondering if you need to advice them during LVP) And secondly, If the charts for an Airport, for example, says "LVP in use when RVR less than 550m ... announced by ATIS" should you expect that LVP will be stated in the ATIS? And if so, what if the ATIS might not have been updated to say that LVP are in force, but the contitions require CAT III, would you have to ask ATC if you'll be able to perform a CAT III approach?

The other day when I flew on vatsim, i got cleared on the ILS approach via the arrival route. Before that clearance i got a descent to 5000 feet. And when I got cleared on the ILS I never recived any futher descent clearance even though the ILS started at 3000 feet. So does a ILS clearance via arrival route mean that you may descend with the glide path at own discretion or do you need to recive an explicit descent clearance also?