Fact or satirical fiction?

The British can screw up the language worse than basketball
player from the hood.



"Jon Woellhaf" wrote in message
. ..
|I guess it's time to repost this:
|
| (A recent update to the British Airways Flight Operations
Manual)
| Flight Operations Department Notice, Operational
| Origin: Operational Standards Group to: All fleets - long
and short haul.
| Eff. Date: 01-05-95.
| Subject: Pilot Role Reversal During PICUS.
|
| There appears to be some confusion over the new pilot role
titles. This
| notice hopefully will clear up any misunderstandings.
|
| The titles P1, P2 and copilot will now cease to have any
meaning within the
| BA operations manuals. They are to be replaced by Handling
Pilot,
| Non-Handling Pilot, Handling Landing Pilot, Non-Handling
Landing Pilot,
| Handling Non-Landing Pilot and Non-Handling Non-Landing
Pilot.
|
| The Landing Pilot is initially the Handling Pilot and will
handle the
| takeoff and landing, except in role reversal when he is
the Non-Handling
| Pilot for taxi until the Handling Non-Landing Pilot hands
the handling to
| the Landing Pilot at 80 knots.
|
| The Non-Landing (Non-Handling, since the Landing Pilot is
handling) pilot
| reads the checklists to the Handling Landing Pilot until
after the Before
| Descent Checklist completion, when the Handling Landing
Pilot hands the
| handling to the Non-Handling Non-Landing Pilot who then
becomes the Handling
| Non-Landing Pilot.
|
| The Landing Pilot is the Non-Handling Pilot until the
"Decision Altitude"
| call, when the Handling Non-Landing Pilot hands the
handling to the
| Non-Handling Landing Pilot, unless the latter calls "Go
Around," in which
| case the Handling Non-Landing Pilot continues handling and
the Non-Handling
| Landing Pilot continues non-handling until the next call
of "Land" or "Go
| Around," as appropriate.
|
| In view of recent confusion over these roles, it was
deemed necessary to
| restate them clearly.
|
| Authority: Operational Standards Group S 4220 H3
TBA,OPS12/A34/0595
|
|

Jim Macklin wrote:

The British can screw up the language worse than basketball
player from the hood.

Um, that was a joke, Jim.

Happy Flying!
Scott Skylane

So was mine
"Scott Skylane" wrote in message
...
| Jim Macklin wrote:
|
| The British can screw up the language worse than
basketball
| player from the hood.
|
| Um, that was a joke, Jim.
|
| Happy Flying!
| Scott Skylane

"Jon Woellhaf" wrote in message
. ..
I guess it's time to repost this:

(A recent update to the British Airways Flight Operations Manual)
Flight Operations Department Notice, Operational
Origin: Operational Standards Group to: All fleets - long and short haul.
Eff. Date: 01-05-95.
Subject: Pilot Role Reversal During PICUS.

There appears to be some confusion over the new pilot role titles. This
notice hopefully will clear up any misunderstandings.

The titles P1, P2 and copilot will now cease to have any meaning within
the
BA operations manuals. They are to be replaced by Handling Pilot,
Non-Handling Pilot, Handling Landing Pilot, Non-Handling Landing Pilot,
Handling Non-Landing Pilot and Non-Handling Non-Landing Pilot.

The Landing Pilot is initially the Handling Pilot and will handle the
takeoff and landing, except in role reversal when he is the Non-Handling
Pilot for taxi until the Handling Non-Landing Pilot hands the handling to
the Landing Pilot at 80 knots.

The Non-Landing (Non-Handling, since the Landing Pilot is handling) pilot
reads the checklists to the Handling Landing Pilot until after the Before
Descent Checklist completion, when the Handling Landing Pilot hands the
handling to the Non-Handling Non-Landing Pilot who then becomes the
Handling
Non-Landing Pilot.

The Landing Pilot is the Non-Handling Pilot until the "Decision Altitude"
call, when the Handling Non-Landing Pilot hands the handling to the
Non-Handling Landing Pilot, unless the latter calls "Go Around," in which
case the Handling Non-Landing Pilot continues handling and the
Non-Handling
Landing Pilot continues non-handling until the next call of "Land" or "Go
Around," as appropriate.

In view of recent confusion over these roles, it was deemed necessary to
restate them clearly.

Authority: Operational Standards Group S 4220 H3 TBA,OPS12/A34/0595


How much wood would a wood chuck chuck if a wood chuck could chuck wood?

"Jon Woellhaf" wrote in
:

I guess it's time to repost this:

(A recent update to the British Airways Flight Operations Manual)
Flight Operations Department Notice, Operational
Origin: Operational Standards Group to: All fleets - long and short
haul. Eff. Date: 01-05-95.
Subject: Pilot Role Reversal During PICUS.

There appears to be some confusion over the new pilot role titles. This
notice hopefully will clear up any misunderstandings.

The titles P1, P2 and copilot will now cease to have any meaning within
the BA operations manuals. They are to be replaced by Handling Pilot,
Non-Handling Pilot, Handling Landing Pilot, Non-Handling Landing Pilot,
Handling Non-Landing Pilot and Non-Handling Non-Landing Pilot.

The Landing Pilot is initially the Handling Pilot and will handle the
takeoff and landing, except in role reversal when he is the Non-Handling
Pilot for taxi until the Handling Non-Landing Pilot hands the handling
to the Landing Pilot at 80 knots.

The Non-Landing (Non-Handling, since the Landing Pilot is handling)
pilot reads the checklists to the Handling Landing Pilot until after the
Before Descent Checklist completion, when the Handling Landing Pilot
hands the handling to the Non-Handling Non-Landing Pilot who then
becomes the Handling Non-Landing Pilot.

The Landing Pilot is the Non-Handling Pilot until the "Decision
Altitude" call, when the Handling Non-Landing Pilot hands the handling
to the Non-Handling Landing Pilot, unless the latter calls "Go Around,"
in which case the Handling Non-Landing Pilot continues handling and the
Non-Handling Landing Pilot continues non-handling until the next call of
"Land" or "Go Around," as appropriate.

In view of recent confusion over these roles, it was deemed necessary to
restate them clearly.

Authority: Operational Standards Group S 4220 H3 TBA,OPS12/A34/0595

Except on alternate tuesdays beginning with the first tuesday
of March, 1847.

The only exception is if the date is a prime number.

Alternately, if the temperature is above 280 degrees kelvin, the
roles can be redefined by the passengers as they see fit.

On the other hand, if the stewardess is a male in drag, then
the first officer must use the latrine and divine the answer
from the pattern of the bubbles in the loo.

No, I'm not confused. Makes perfect sense to me.

Hyperintelligent shades of the color blue are exempt from all the
above and must report directly to the mice.

Brian
--
http://www.skywise711.com - Lasers, Seismology, Astronomy, Skepticism
Seismic FAQ: http://www.skywise711.com/SeismicFAQ/SeismicFAQ.html
Quake "predictions": http://www.skywise711.com/quakes/EQDB/index.html
Sed quis custodiet ipsos Custodes?

An interesting sidelight. Instructing China airlines pilots in the MD-80
flight simulator. The procedure is to have the FO be the "pilot flying"
even though he is really just monitoring the autopilot. The Captain is
looking for the runway as they approach minimums. We brief them that if the
Captain doesn't see the runway and call that out and assume control by
minimums, the FO is to execute a go around.

We had a hard time with their culture to convince the Captain that this is
OK. The Captains thought this violated the Captain's authority by allowing
the FO to make the go around just because the Captain hadn't said anything
by minimums. We finally got around that by telling the Captain that HE has
briefed the FO to go around under those conditions so the FO is only
following the Captain's instruction.

--

Darrell R. Schmidt
B-58 Hustler History: http://members.cox.net/dschmidt1/
-

"Jon Woellhaf" wrote in message
. ..
I guess it's time to repost this:

(A recent update to the British Airways Flight Operations Manual)
Flight Operations Department Notice, Operational
Origin: Operational Standards Group to: All fleets - long and short haul.
Eff. Date: 01-05-95.
Subject: Pilot Role Reversal During PICUS.

There appears to be some confusion over the new pilot role titles. This
notice hopefully will clear up any misunderstandings.

The titles P1, P2 and copilot will now cease to have any meaning within
the BA operations manuals. They are to be replaced by Handling Pilot,
Non-Handling Pilot, Handling Landing Pilot, Non-Handling Landing Pilot,
Handling Non-Landing Pilot and Non-Handling Non-Landing Pilot.

The Landing Pilot is initially the Handling Pilot and will handle the
takeoff and landing, except in role reversal when he is the Non-Handling
Pilot for taxi until the Handling Non-Landing Pilot hands the handling to
the Landing Pilot at 80 knots.

The Non-Landing (Non-Handling, since the Landing Pilot is handling) pilot
reads the checklists to the Handling Landing Pilot until after the Before
Descent Checklist completion, when the Handling Landing Pilot hands the
handling to the Non-Handling Non-Landing Pilot who then becomes the
Handling Non-Landing Pilot.

The Landing Pilot is the Non-Handling Pilot until the "Decision Altitude"
call, when the Handling Non-Landing Pilot hands the handling to the
Non-Handling Landing Pilot, unless the latter calls "Go Around," in which
case the Handling Non-Landing Pilot continues handling and the
Non-Handling Landing Pilot continues non-handling until the next call of
"Land" or "Go Around," as appropriate.

In view of recent confusion over these roles, it was deemed necessary to
restate them clearly.

Authority: Operational Standards Group S 4220 H3 TBA,OPS12/A34/0595

wrote in message

Flight Conditions: IMC; apparent ceiling 200 ft
ILS Approach Min: 200 ft ceiling and 3/8 mi visibility

It's been a while since I flew, but are ILS minimums now as shown above?
3/8 mile?

The controlling visibility, once a flight is at or past the
FAF, is flight visibility. If the pilot can see the
required distance, he has minimums and can land. Commercial
operations can't make the approach to "look see" unless the
reported visibility is above minimums, but can continue if
at/past the FAF. Part 91 can fly the approach in any
condition, but must have the required items identified at DH
and have the flight visibility to land.


--
James H. Macklin
ATP,CFI,A&P

--
The people think the Constitution protects their rights;
But government sees it as an obstacle to be overcome.
some support
http://www.usdoj.gov/olc/secondamendment2.htm
See http://www.fija.org/ more about your rights and duties.


"John Gaquin" wrote in message
...
|
| wrote in message
|
| Flight Conditions: IMC; apparent ceiling 200 ft
| ILS Approach Min: 200 ft ceiling and 3/8 mi visibility
|
| It's been a while since I flew, but are ILS minimums now
as shown above?
| 3/8 mile?
|
|

"Jim Macklin" wrote in message
newspGVf.850$t22.20@dukeread08...
The controlling visibility, once a flight is at or past the
FAF, is flight visibility. If the pilot can see the
required distance, he has minimums and can land. Commercial
operations can't make the approach to "look see" unless the
reported visibility is above minimums, but can continue if
at/past the FAF. Part 91 can fly the approach in any
condition, but must have the required items identified at DH
and have the flight visibility to land.

Jim, Jim, Jim...... All that is very nice, and proves you can regurgitate
arcana with the best of them, but doesn't answer my question. The report as
posted seems to indicate that the ILS minimums of the approach in question
are 200 and 3/8 mile. Is that legit? All the time I was flying, basic ILS
minimums were 200 and 1/2.

I can't answer that because I never saw the airport or
approach identified, so I can't look it up. Was it in the
USA or Europe? But if there was an accident, the current
reported weather would be reported.



--
James H. Macklin
ATP,CFI,A&P

--
The people think the Constitution protects their rights;
But government sees it as an obstacle to be overcome.
some support
http://www.usdoj.gov/olc/secondamendment2.htm
See http://www.fija.org/ more about your rights and duties.


"John Gaquin" wrote in message
...
|
| "Jim Macklin" wrote
in message
| newspGVf.850$t22.20@dukeread08...
| The controlling visibility, once a flight is at or past
the
| FAF, is flight visibility. If the pilot can see the
| required distance, he has minimums and can land.
Commercial
| operations can't make the approach to "look see" unless
the
| reported visibility is above minimums, but can continue
if
| at/past the FAF. Part 91 can fly the approach in any
| condition, but must have the required items identified
at DH
| and have the flight visibility to land.
|
| Jim, Jim, Jim...... All that is very nice, and proves you
can regurgitate
| arcana with the best of them, but doesn't answer my
question. The report as
| posted seems to indicate that the ILS minimums of the
approach in question
| are 200 and 3/8 mile. Is that legit? All the time I was
flying, basic ILS
| minimums were 200 and 1/2.
|
|