Tiago G. (1019607)

I'm surprised with no references to Doc 4444 or 9432 or any other documents. Comms between pilot and atc are mostly clearances. The departure clearance is just one of them. Everything is about a clearance, its limit, get another clearance and so on Officially, the following shall always be read back: -Taxi instructions -Level instructions -Heading instructions -Speed instructions -Airways/route clearances -Approach clearances -Runway in use -All clearances affecting any runway -SSR operating instructions -Altimeter settings -VDF information -Type of radar service -Transition levels -Frequency changes should always be read-back in full Local requirements must also be looked after, since those differ from place to place, like full or partial readback by voice from a PDC clearance, or departure clearances being given during taxi and so on... But most importantly... Have fun!! Happy flying

The use of reverse is for most of the manufactors SOP, meaning after landing you must engage the REV at least at IDLE, otherwise you will have an event and you gonna be called to the office. AIPs and legislators can say and write what they want, because whatever they may write it can never be against safety. Other point to note is, looking into past events, we learn that some fatal crashes happened from overrun after REV being held at IDLE and not fully used. Why this happen? After so many years of using IDLE rev all the time, your muscle memory is used to IDLE rev and thats it. In the event you have an unexpected failure and need to act on the fly, you will be hostage of startle effect during which you will be using your muscle memory before you can think clearly. Unfortunatly, when things go south, everything happens very quickly. So, the industry evolved, and now most of it recommends to, uppon landing, move the power to full reverse and in case you dont need it, bring it back to idle.

RA is issued with a lot of time before the calculated point of impac. You are not supposed to finish your meal, but you arent supposed to rush and overcontrol the airplane either(you are not a fighter, and you probably have a lot of passangers standing up in the cabin). Remember, all the RA does is give you vertical guidance. A330/A350/B787 (i am not aware of others, but probalby many more) already have that incorporated on autoflight, and you dont need to wait for the RA to see whats gonna happen. At the TA, you will monitor the TCAS blue(armed-airbus example) and you know the system is working and ready to go. In the event of developing into a RA, the pilot monitors the AP, and if the AP does not function as expected, the pilot take over control and follows the vertical guidance. No risk involved or time lost.

Hello, As answered before, unless there was a flight control problem, it should be landing with 3 or 4. Airbus is certified for takeoff at configs 1-3 and for landing 3-4. Unless there is a problem. Food for thought - Is worth to mention that sometimes outlaws are capable of landing at config 0 or 1(True story) just because from a high and fast app, it was not "macho" to do a Go Around....

Hello, This is a old post but as I am new around here I like to take a look into whats going on around. I would just like to add a comment which is a key element for this topic. Most of the turns are coordinated turns, meaning that for a certain bank/aileron deflection, there will be a corresponding rudder movement too, in order to keep the turn a coordinated one (ball and stick also applies for heavy metal). Without the rudder in the equation, all turns would be felt by the passangers, especially the ones at the rear end. If you look into vertigo awareness and upset recovery training, one of the technices used is manipulation of flight controls to give a sense of turn when at times you not turning, or vice-versa, you dont feel any turn and you are in a turn. So, not all the movement done by the aircraft is felt by the passagers or even the crew (just ask cabin crew if they feel a turn or not, you'll be surprised). Thats why monitoring instruments is so, so important. Happy flying all