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Fly like the wind: Pilots are about to cross the Atlantic in a whole new way
FlightAware data and insights power the eWAS Pilot tool that is making the airline industry achieve lower Co2 emissions, save more time, and drive down cost. Efficiency and sustainability can benefit, travelers, businesses, and the environment. #sustainability #aviation (thepointsguy.co.uk) 기타...
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The NAT track system has always been based on wind, although perhaps not directly. Tracks were drawn up based on airline preferred routes and the day's minimum time track between EU and North America. The preferences were averaged out and published.
Question for trans ocean pilots: Why aren't GPS and SAT phone used for trans ocean tracking instead of HF communication?
Check this link, both can be used. I have a friend who flies a Citation XLS across the Atlantic and the aircraft has HF but they always also carry a Sat phone if the HF Com is not good.
https://en.m.wikipedia.org/wiki/North_Atlantic_Tracks#Flying_the_routes
https://en.m.wikipedia.org/wiki/North_Atlantic_Tracks#Flying_the_routes
THNX
The last time I flew the NAT (2006) we used FANS. Future Air Navigation System. It was nice not having to make position repots on HF.
The aircraft, structure, wings, etc., only "know" indicated airspeed which the pitot tubes measure. At cruise altitude the stall speed increases which defines the minimum airspeed, and the maximum airspeed is defined by the maximum mach number. These change with temperature and pressure. On the primary flight display the indicated airspeed strip is overlayed by minimum and maximum airspeed bars so the pilot can see in real time the narrowed flight envelope at cruise altitudes. Indeed the airspeed is typically set for best fuel economy within the indicated airspeed limits. I hope that helps.
