Ask The Pilot

[jb747]

What is the radius/diameter of a hard turn in the A380 and how does this compare to a normal turn? Do weight and speed have much impact?
Thanks.

Lots of information here...Banked turn - Wikipedia, the free encyclopedia and here..http://www.csgnetwork.com/aircraftturninfocalc.html

To calculate an answer, you need to know the stall speed, and that varies with weight. Otherwise your only inputs are true airspeed (which in itself takes care of temperature and altitude variables) and bank angle.

The stall speed is only needed to find the minimum radius. For instance if the stall speed is 115 knots, then I can't turn the aircraft at all if I'm at exactly 115 knots. The stall speed increases in turns. In a 60 degree banked level turn, you'd have exactly 2g and the stall speed would rise by a factor of 1.4 (square root of 2).

If one aircraft can fly slower than another, its minimum radius will be less. Once away from the minimum, all aircraft have identical results for a given bank and TAS.

Turns in an airliner don't exceed 30˚ of bank. The flight control system limit is 66˚ in the AB, at which point you'll have 2.5g.

 

[jukebox333]

I don't know that Mirage or A4 pilots would see it that way. Even now, I don't see it as an attractive choice compared to the single seat options.

The other choice that existed was to follow many of my friends and go to the UK to fly the Sea Harrier. I didn't take any action in that regard, but some of the guys had very good careers there.

It was simply time to move on, I'd ticked the boxes there.

I can understand the sentiment of wanting to stay with a single seat aircraft... I just assumed the strike/attack role an A4 was designed for would not be a world away from the mission an F-111 would be asked to do (and that therefore the skillset would have been a good fit). But as you said, you served your country, and ticked the boxes in terms of personal goals.

Can you elaborate in any detail on what role the RAN had in mind for the A4 when you were flying - and on what sort of missions and threats you trained for?

 

[jb747]

Can you elaborate in any detail on what role the RAN had in mind for the A4 when you were flying - and on what sort of missions and threats you trained for?

Very much Vietnam era stuff. Delivery of dumb bombs against both ground and shipping targets...whilst being very mindful of the fact that the defence against such aircraft had improved out of sight, and would in the 80s make such deliveries pretty much untenable. The aircraft was also considered useful in a day air to air role. Certainly not viable against the likes of F16, but against the Mirage era (and earlier) aircraft that were still in widespread service, it would easily hold its own.

 

[flychrisfly]

This one might be for the ATC peeps: I landed in Sydney on runway 34 L on a domestic flight from Melbourne on Virgin. We left the runway to the left, towards the international precinct, rather than to the right towards the Virgin terminal. After exitting we then turned right to cross back over the runway after waiting for a couple of other flights to land.

What reasons would be needed for this to happen? I've never left a runway on the "wrong" side before.

 

[straitman]

This one might be for the ATC peeps: I landed in Sydney on runway 34 L on a domestic flight from Melbourne on Virgin. We left the runway to the left, towards the international precinct, rather than to the right towards the Virgin terminal. After exitting we then turned right to cross back over the runway after waiting for a couple of other flights to land.

What reasons would be needed for this to happen? I've never left a runway on the "wrong" side before.

There could be a whole bunch of reasons.

The simplest being that the first suitable exit was on the left and it was necessary to exit ASAP due traffic. Another might be that there was conflicting traffic on the taxiway to the right.

 

[mjt57]

JB, that autoland into LHR looked darned smooth and bang on centre of the runway it seemed.

 

[markis10]

This one might be for the ATC peeps: I landed in Sydney on runway 34 L on a domestic flight from Melbourne on Virgin. We left the runway to the left, towards the international precinct, rather than to the right towards the Virgin terminal. After exitting we then turned right to cross back over the runway after waiting for a couple of other flights to land.

What reasons would be needed for this to happen? I've never left a runway on the "wrong" side before.

There was probably traffic blocking an exit right and making you go the long way helped clear the blockage. It would be interesting the hear how the stop bars have affected the workload at Sydney, and how effective they are.

 

[jb747]

JB, that autoland into LHR looked darned smooth and bang on centre of the runway it seemed.

When it works properly, autolands all look just like that. They don't handle turbulence or crosswinds all that well, but they're designed for fog, and it's always calm in fog. In the sim they fail more often than work, but in reality I can only recall a couple of times that I've had to disconnect them and land manually, and in both cases it was in good conditions, when ATC don't protect the beams (i.e. keep vehicles and aircraft clear). It always lands a little long, about 150-200 metres in this case.

Whilst we practice them to get our own procedures right, part of it is also to keep us confident of the reliability. The minima call in that video was Cat II, 100 feet radar altitude. In a Cat III, there may be no minima at all.....

 

[jb747]

It would be interesting the hear how the stop bars have affected the workload at Sydney, and how effective they are.

The stop bars are another helpful addition. Learnt something about them the other day too. We were in Melbourne, and cleared to cross 27 whilst quite a distance from it. The bars were out. But, as we approached they suddenly came on again, and we slowed whilst the FO called ATC. Apparently they had 'timed out'. I didn't know that they did that, but it's logical when you think about it.

As they are relatively new in Oz, the pilots have to get into their heads that you NEVER cross a red stop bar. They've existed overseas for years, and in poor vis I'm sure they've stopped many an incident.

 

[flychrisfly]

There was probably traffic blocking an exit right and making you go the long way helped clear the blockage. It would be interesting the hear how the stop bars have affected the workload at Sydney, and how effective they are.

The stop bars are another helpful addition. Learnt something about them the other day too. We were in Melbourne, and cleared to cross 27 whilst quite a distance from it. The bars were out. But, as we approached they suddenly came on again, and we slowed whilst the FO called ATC. Apparently they had 'timed out'. I didn't know that they did that, but it's logical when you think about it.

As they are relatively new in Oz, the pilots have to get into their heads that you NEVER cross a red stop bar. They've existed overseas for years, and in poor vis I'm sure they've stopped many an incident.

What are stop bars? Physical impediments or lights or???

 

[jb747]

What are stop bars? Physical impediments or lights or???

A series of red lights that run right across the taxiways. Been in use overseas for ever, but have only just made an appearance in Oz.

 

[MEL_Traveller]

jb - I have a question regarding the notification of incidents. A few years ago I was on a flight ex PER which had to turn back about 15 minutes into the flight. There was noticeable noise and vibration. The pilot explained an engine was going to be powered down while we returned to Perth and for crew to immediately secure the cabin.

We were met by the firetrucks who stayed with us to the gate. Once we had pulled up and some people had a look the pilot explained a 15 inch section of fan blade had broken off and been ingested into the engine. Sure enough - looking out the window it was obvious to see the gap.

I have searched the database for any record of this incident but have found none - I have searched by operating carrier, by date, by origin, by aircraft type.

Is this something which would not be subject to a public finding?

 

[jb747]

jb - I have a question regarding the notification of incidents. A few years ago I was on a flight ex PER which had to turn back about 15 minutes into the flight. There was noticeable noise and vibration. The pilot explained an engine was going to be powered down while we returned to Perth and for crew to immediately secure the cabin.

We were met by the firetrucks who stayed with us to the gate. Once we had pulled up and some people had a look the pilot explained a 15 inch section of fan blade had broken off and been ingested into the engine. Sure enough - looking out the window it was obvious to see the gap.

I have searched the database for any record of this incident but have found none - I have searched by operating carrier, by date, by origin, by aircraft type.

Is this something which would not be subject to a public finding?

Most incidents aren't the subject of an ATSB inquiry. In the case you mention, it would have been the subject of an incident report, which at the CASA end was most likely simply added to a database. Internally, an investigation may have been made, but they aren't public. Realistically, I doubt that it even went that far.

Without actually knowing the percentage investigated, I wouldn't be surprised if it were as low as 1%.... I guess it's fair to say that the resources are not used unless there is something to learn. As we've seen recently, investigations can occur when no damage or injuries occurred (i.e. the mishandled Jetstar go arounds), as they possibly pointed to wider systemic issues (training, management).

I've shut down two engines. Neither were the subject of any ATSB investigation, and internally they were added to the database. Basically one was the result of a bird(s) strike, and the other caused by the failure of an isolated black box. Both were simply maintenance action to rectify, and an investigation of any sort would have simple wasted resources. We already know that birds are sometimes an issue, and that boxes occasionally fail.

 

[MEL_Traveller]

thanks jb!

 

[markis10]

What are stop bars? Physical impediments or lights or???

A simple explanation is to say they are traffic lights, at $25M for Sydney, very expensive traffic lights.

http://www.sydneyairport.com.au/cor...ry/Airside Driving Centre/SACL_StopBarsFS.pdf

 

[jb747]

A simple explanation is to say they are traffic lights, at $25M for Sydney, very expensive traffic lights.

One million for the lights, and 24 for the middlemen....

 

[harvyk]

I believe the B744 (and most likely other A/C) has 3 radios (ignoring things such as HF radios, and I can't remember if the 3 are UHF or VHF). L - C - R. Would it be an accurate assumption that the pilot tunes in on the L radio, the co-pilot tunes in on the R radio and the C radio is tuned into the emergency channel?

Also if for instance, both pilots decide to use the L radio, would changing the frequency on the pilots side mean that the frequency displayed on the radio on the co-pilots side automatically update with the new frequency? Also would both displays show the same standby frequency or could both pilots be using radio L, but each one has a different standby frequency at the ready?

 

[mannej]

We were on approach into SIN in a 330 the other week.

Out of nowhere around 2000-2500 ft the plane lurched to the left, before lurching to the right. It was only momentary (no more than 2-3 seconds), after that we continued on to land.

I have never experienced anything like it before, and considering that the flight was extremely smooth up until that point, I am sure it caught most of the passengers off guard.

My question is, what can cause a sudden upset like that, and is it something that is common, or not really.

 

[jb747]

I believe the B744 (and most likely other A/C) has 3 radios (ignoring things such as HF radios, and I can't remember if the 3 are UHF or VHF). L - C - R. Would it be an accurate assumption that the pilot tunes in on the L radio, the co-pilot tunes in on the R radio and the C radio is tuned into the emergency channel?

Also if for instance, both pilots decide to use the L radio, would changing the frequency on the pilots side mean that the frequency displayed on the radio on the co-pilots side automatically update with the new frequency? Also would both displays show the same standby frequency or could both pilots be using radio L, but each one has a different standby frequency at the ready?

Whilst radios tend to be given 'names' like left/centre/right, they may as well be called pink/green/blue.... It has nothing to do with how they are used. Any management panel can control any radio.

Generally #1 is used for all ATC communications. Sometimes we'll simultaneously use #2 for that too, but only in those few places where we need to talk to two ATC agencies at the same time (i.e. near the Afghan border). #2 will be used for company comms within about 100 miles of destination, and on the ground, and will be tuned to 121.5 ('guard') the rest of the time. #3 is normally selected to 'data', so the data link can use it.

We always listen on 1 & 2, and leave 3 deselected. HF is much the same, but we never listen to it (or even use it) if it can be avoided.

 

[jb747]

We were on approach into SIN in a 330 the other week.

Out of nowhere around 2000-2500 ft the plane lurched to the left, before lurching to the right. It was only momentary (no more than 2-3 seconds), after that we continued on to land.

I have never experienced anything like it before, and considering that the flight was extremely smooth up until that point, I am sure it caught most of the passengers off guard.

My question is, what can cause a sudden upset like that, and is it something that is common, or not really.

Sounds like wake. There's a video of an encounter in my youtube stuff.