Ask The Pilot

[jb747]

Hi JB, Myself and SWMBO are traveling on QF 107/108 next year and I was wondering is this flight run by a US crew solely?

I know that an A380 crew can't do a 747 service so got me thinking is this a US based crew?

QF have no US based crews. They will all be Sydney based. There are 380 cabin crew in London, Sydney and Melbourne.

 

[oz74]

QF have no US based crews. They will all be Sydney based. There are 380 cabin crew in London, Sydney and Melbourne.

Does that mean a new crew it transported over every few days?

 

[markis10]

Does that mean a new crew it transported over every few days?

There is a 744 service from BNE and SYD, so the operating crew could continue on the service after a rest in LAX, while the operating aircraft is taken from either origin.

 

[oz74]

There is a 744 service from BNE and SYD, so the operating crew could continue on the service after a rest in LAX, while the operating aircraft is taken from either origin.

Thanks markis!

 

[Awesom Andy]

I was just on a flight from KIX to SIN, and tracked south-west for the entire flight, via the south of Taiwan, (with the exception of the take-off and landing phases). We started cruising at 38,000 feet, and then went to 39,000 feet for a few hours, before going to 40,000 feet some time before the descend. I thought most countries in the world would have the rule where each step is 2,000 feet?

 

[SenZubEanS]

Hey JB,
Flew J* from PER to SYD the other day and had 2 announcements from the FO in that time and he was kind enough to provide an updated score for the cricket along with his address.
Just wondering what your view on this sort of thing is, also would the FO have to check with a Cpt before hand if he was ok with that info being added in or whats the protocol in that sort of situation?

 

[simongr]

I have actually requested that sort of info on long haul flights myself - sadly the result wasn't what I wanted...

 

[markis10]

I was just on a flight from KIX to SIN, and tracked south-west for the entire flight, via the south of Taiwan, (with the exception of the take-off and landing phases). We started cruising at 38,000 feet, and then went to 39,000 feet for a few hours, before going to 40,000 feet some time before the descend. I thought most countries in the world would have the rule where each step is 2,000 feet?

Normal vertical separation above FL290 (29000 ft) across the world has until recently been 2000 ft vertically, however since the introduction of RVSM approved equipment and crew, this can be reduced to 1000 ft in most countries or FIRs (flight information regions) under ICAO guidance. This makes sense given the lack of levels available in the band from FL290 to FL450 given most aircraft rarely get to the upper levels, however its also a valid point that navigation is so accurate these days, should systems fail, there is a bigger chance of hitting someone because the plane routes are flown so accurately.

 

[jb747]

I was just on a flight from KIX to SIN, and tracked south-west for the entire flight, via the south of Taiwan, (with the exception of the take-off and landing phases). We started cruising at 38,000 feet, and then went to 39,000 feet for a few hours, before going to 40,000 feet some time before the descend. I thought most countries in the world would have the rule where each step is 2,000 feet?

RVSM .... reduced vertical separation is pretty much the norm these days. So now the various levels are separated by 1,000 feet.

In the direction you were flying, the even levels would have been appropriate. Use of non standard levels is a practice that I'm not very keen on. It's a setup for confusion for ATC at any zone boundary, and totally abrogates the entire reason for the use of directional levels...i.e. making mid air collisions less likely. Mostly when offered they're a short term thing, used whilst awaiting another higher level.

 

[jb747]

Hey JB,
Flew J* from PER to SYD the other day and had 2 announcements from the FO in that time and he was kind enough to provide an updated score for the cricket along with his address.
Just wondering what your view on this sort of thing is, also would the FO have to check with a Cpt before hand if he was ok with that info being added in or whats the protocol in that sort of situation?

Which of course makes one wonder how he came to have the scores available in the first place. They don't come to hand as readily as some passengers seem to think. I'll pass them along if we happen to hear them or if uplinked via the ACARS, but I won't allow anyone to listen to a radio in order to get them.

 

[jb747]

I have actually requested that sort of info on long haul flights myself - sadly the result wasn't what I wanted...

In that your team lost, or that the crew didn't have them?

As a general rule, we don't have access to any scores, and contrary to some ideas, we don't sit up there listening to Radio Australia. Important, or generally interesting, information may be uplinked from the company, but they hopefully aren't sitting somewhere watching the football either.

 

[simongr]

I think it was an England vs. Australia Ashes Test - before I took Australian citizenship...

I think it was on CX. I guess now someone would just ask someone in F if they could go to baggygreen.com.au...

 

[jb747]

I think it was an England vs. Australia Ashes Test - before I took Australian citizenship...

I think it was on CX. I guess now someone would just ask someone in F if they could go to baggygreen.com.au...

Well, they would have more access than we do....

 

[Must...Fly!]

Reminds me of earlier this year just after the ALP leadership ballot in Feb. Captain announced the result just prior to descent in to LHR on QF9, though I had decided to make use of the in-air SMS service to get the result from my mum when it happened - more out of novelty than anything else.

Though it did make me wonder for a brief moment if someone had sent it via ACARS from ops centre, or the flight deck had entertained themselves by reading passenger SMS/emails

 

[jb747]

Reminds me of earlier this year just after the ALP leadership ballot in Feb. Captain announced the result just prior to descent in to LHR on QF9, though I had decided to make use of the in-air SMS service to get the result from my mum when it happened - more out of novelty than anything else.

Though it did make me wonder for a brief moment if someone had sent it via ACARS from ops centre, or the flight deck had entertained themselves by reading passenger SMS/emails

Most likely the ACARS. Same with the recent US election.

 

[robinyoung]

I have a terrible fear of flying despite flying extensively all around the world, however if I had to go sydney to Darwin, I would drive rather than board a flight. However, I am dealing with this at present, but I do have a question that may help me....

After about 15 flights with AA in may and june this year, I started to feel a little more comfortable until the day I boarded a flight in Vancouver to New Orleans via Denver. We we all seated and waiting when I noticed a immanence man inside one of the engines doing something.

After about 30 minutes, we were told we had to be unloaded and put on alternative flights as the engine had extensive damage from bird strike the night before and was not able to be flown. We were told they were not aware of it as it was not reported and made apologies.

Now... to many, this was an inconvienence. To others, it was helpful to be kept in the loop. However to me, (who is just a level under panic level when it comes to flying) I was terrified to get on next flight as I could not believe (1) it wasn't reported and (b) had it been reported, it was not fixed and (c) do pilots ofetn forget to report something so major, that disabled a plane from taking off?

Sometimes, a little helpful information is received by some in various ways...to me, it set me back terribly

How can this happen?

 

[jb747]

I have a terrible fear of flying despite flying extensively all around the world, however if I had to go sydney to Darwin, I would drive rather than board a flight. However, I am dealing with this at present, but I do have a question that may help me....

Firstly, have you done one of the 'fear of flying' courses? I'm told they are very helpful. You most certainly are not alone, so don't be embarrassed about it.

After about 15 flights with AA in may and june this year, I started to feel a little more comfortable until the day I boarded a flight in Vancouver to New Orleans via Denver. We we all seated and waiting when I noticed a maintenance man inside one of the engines doing something.

After about 30 minutes, we were told we had to be unloaded and put on alternative flights as the engine had extensive damage from bird strike the night before and was not able to be flown. We were told they were not aware of it as it was not reported and made apologies.

Now... to many, this was an inconvienence. To others, it was helpful to be kept in the loop. However to me, (who is just a level under panic level when it comes to flying) I was terrified to get on next flight as I could not believe (1) it wasn't reported and (b) had it been reported, it was not fixed and (c) do pilots ofetn forget to report something so major, that disabled a plane from taking off?

Think about it... The reason preflight inspections are done of the outside of the aircraft, before every flight, is to look for damage that has happened since the last preflight. In other words, they're actually looking for the sort of 'unreported' damage that you encountered.

Why was it unreported? Simple. Nobody knew. Engines are amazingly resilient, and will continue to run, with virtually no change to their parameters, with quite a lot of damage. Most likely the bird was swallowed on approach. It wasn't seen as it went past the coughpit, and when it hit the engine, even though it did some damage, the engine ran as normal. The fact that the engine continued to run doesn't mean that it can be released for the next flight though. Most bird strikes actually go through the 'cold' sections of the engine, and these parts are easily inspected, and so can be quickly cleared. But, if the bird has gone through the hot section, it is much more time consuming to carry out an inspection. So, even if the engine has no damage at all, it can't fly until the appropriate inspection is complete.

You should take a couple of things away from this. Most birdstrikes do little to no damage, and even when they hit engines, they continue to run. Also the airline looks to have taken the safe course of action.

 

[Hvr]

Firstly, have you done one of the 'fear of flying' courses? I'm told they are very helpful. You most certainly are not alone, so don't be embarrassed about it.

Do pilots ever develop a fear of flying? If so does it mean the end of their career or can they resume duty once treatment is deemed successful?

 

[jb747]

Do pilots ever develop a fear of flying? If so does it mean the end of their career or can they resume duty once treatment is deemed successful?

I've never heard of a pilot developing fear of flying. After all, much of it is associated with a lack of knowledge and control, and one would hope a pilot has both of those.

But, pilots are subject to all of the ills of society, so most other things that can happen, will. I knew one pilot who started having panic attacks. It was the end of what had been a long and varied career. I also think that some develop a fear of the responsibility that they bear. Sometimes it's best not to think too hard about what's behind the coughpit door.

 

[meloz]

Do pilots ever develop a fear of flying? If so does it mean the end of their career or can they resume duty once treatment is deemed successful?

Some have problems.

Sick Qantas pilot 'wanted to crash'

Meloz