MH370 transcript - explanation request
04-19-2014, 03:48 PM
#11
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Not a reporter, but every topic is on MH 370 ?
http://www.airlinepilotforums.com/se...archid=4733308
Are you a student pilot ? How about you tell us about what stage of training your are at and a little more of your background.
Not a pilot nor a student pilot nor aspiring pilot ? What is your background ?
Your Modus Operandi on this board has been take take take so far.
http://www.airlinepilotforums.com/se...archid=4733308
Are you a student pilot ? How about you tell us about what stage of training your are at and a little more of your background.
Not a pilot nor a student pilot nor aspiring pilot ? What is your background ?
Your Modus Operandi on this board has been take take take so far.
04-19-2014, 03:52 PM
#12
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Position: Sleeping in the black swan’s nest.
Posts: 5,709
Tell you what Mintaka.
For basic instruction I make about $50.00 an hour my going rate for jet transport stuff is about $2k per day. You got two free ones out of me. Next time I'll need a CC# and a signed training contract. It kind of ****es me off that these questions were already answered for you in a another thread.
Please don't waste my time...
For basic instruction I make about $50.00 an hour my going rate for jet transport stuff is about $2k per day. You got two free ones out of me. Next time I'll need a CC# and a signed training contract. It kind of ****es me off that these questions were already answered for you in a another thread.
Please don't waste my time...
04-20-2014, 07:28 AM
#13
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Originally Posted by 80ktsClamp
Transition varies from region to region, but 18,000 is routinely used in many places.
Originally Posted by Airhoss
All aircraft are required to be on an instrument flight plan when above the transition level
04-20-2014, 08:03 AM
#14
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Originally Posted by Larry in TN
The transition altitude at Kuala Lumpur is 11,000. The transition level is FL130. Outside of North America, the TA/TL is usually below 18000/180, sometimes significantly below.
No, they are required to be IFR in Class A airspace. The floor of Class A airspace happens to coincides with the transition altitude in the US but they are otherwise unreleated.
No, they are required to be IFR in Class A airspace. The floor of Class A airspace happens to coincides with the transition altitude in the US but they are otherwise unreleated.
04-20-2014, 08:22 AM
#15
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Originally Posted by Larry in TN
The transition altitude at Kuala Lumpur is 11,000. The transition level is FL130. Outside of North America, the TA/TL is usually below 18000/180, sometimes significantly below.
TL in Mexico is 19,500
04-20-2014, 08:49 AM
#16
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No, they are required to be IFR in Class A airspace. The floor of Class A airspace happens to coincides with the transition altitude in the US but they are otherwise unreleated.
Internationally transition level is widely variable. For instance in Zimbabwe the transition level is 065 and VFR flight above FL150 is prohibited. Japan the TL and TA are FL140 we could go on and on......
04-20-2014, 01:58 PM
#17
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Originally Posted by brianb
I believe you must be on an IFR plan in Class A airspace, yes? Are you saying that you only need to be IFR in Class A airspace?
Originally Posted by satpak77
TA in Mexico is 18,500. TL in Mexico is FL195
Originally Posted by Airhoss
And to that the answer remains clear and not to confuse the subject. Transition level is the altitude where we all use standard a altimeter setting and altitude is reported using the term"flight level".
04-20-2014, 02:01 PM
#18
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Originally Posted by Larry in TN
Transition Altitude is where you change from QNH to QNE on climb out. Transition Level is where you change back to QNH on descent. Unlike the US, in many countries there is a substantial (100's of feet) gap between the two.
Just trying to keep it simple for the guy who was asking the question. Is there anything else you'd like to correct or add on at this time? While you are on the subject why don't you explain to our information hungry OP the difference between QFE, QNH and QNE don't just throw those terms out there without a full and detailed explanation of what they are and the environmental factors affecting atmospheric pressure. And while on the subject maybe we should bring up meters QFE where it is used and the required conversion SOP for your airline? And might as well lets bring up transmissometer requirements for a low vis approach I'm sure you could school everyone here on that subject too, right?
Last edited by Airhoss; 04-20-2014 at 02:14 PM.
04-20-2014, 07:44 PM
#19
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Originally Posted by Larry in TN
I am saying that the TA/TL is unrelated to the floor of Class A airspace. The fact that they are coincident in the US notwithstanding.
I know. Did I say otherwise?
Transition Altitude is where you change from QNH to QNE on climb out. Transition Level is where you change back to QNH on descent. Unlike the US, in many countries there is a substantial (100's of feet) gap between the two.
I know. Did I say otherwise?
Transition Altitude is where you change from QNH to QNE on climb out. Transition Level is where you change back to QNH on descent. Unlike the US, in many countries there is a substantial (100's of feet) gap between the two.
04-21-2014, 03:12 AM
#20
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Originally Posted by brianb
So, IFR equals instrument flight rules, instrument flight plan means, at the least, positive space airspace flight if I remember correctly and that is mandatory. You can't be in PSA without being on an IFR flight plan, no?
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