Ask The Pilot

[Hvr]

<snip>

As I don't consider Dubai will a difficult airport, I expect the biggest difference will be getting a handle on the accents of the controllers (assuming they aren't all from the UK).

I understand that English is the language of ATC but given that English is often their second language which country is the hardest to understand?

Do you have special procedures to ensure understanding? Or avoid certain words in certain countries?

Thanks

 

[jb747]

I understand that English is the language of ATC but given that English is often their second language which country is the hardest to understand? Do you have special procedures to ensure understanding? Or avoid certain words in certain countries?

Firstly, if you aren't sure, then ask again. Sticking to standard phrases works pretty well. Hardest to understand, of the non English speakers that I've dealt with, would be the Koreans. Worst overall....the USA, in particular New York. Non standard phrases, speak at a million miles per hour, and get very uppity if you don't understand. Best, by that same million miles, is the UK. Obviously easy to understand, but overall superb ATC.

 

[SenZubEanS]

Hi JB, An apparent "leaked" story from a QF source online is saying QF are keen to start operating CBR A380 tag flights on all MEL and SYD flights for the general purpose of A. Kicking Virgin in the bum (no comment expected) and B. To allow A380 drivers to get more take-off and landing experience outside of the SIM.
A few questions;
Would this help more so with training or for "currency" related quotas which aren't being met?
If you were rostered for flying these, do you think it would likely be rostered for just the MEL-CBR-MEL sector due to the length of any International A380 routes, i'd assume you are coming into duty limit issues if you were to start/end the international flight with a tag leg?
If something like this does get off the ground, do you personally feel it's a good change from a SIM session to keep things current etc?

 

[docjames]

Sorry, a mundane question (came up in off topic thread).

- Which Aus airports are considered "A380 capapble" ie. capable of regularly scheduled service like SYD/MEL/BNE/PER
- Which are "diversion ok" ? ADL, ?DRW ? others?
- Any others that could be used "in extremis" (with getting the aircraft back off the ground again once repaired etc a factor)? Assume this would mean a certain width and length of runway.

I guess it's kind of "piece of string" beyond that depending on the emergency but is there a considered "minimum acceptable length" and no doubt width too?

Thanks

 

[jb747]

Hi JB, An apparent "leaked" story from a QF source online is saying QF are keen to start operating CBR A380 tag flights on all MEL and SYD flights for the general purpose of A. Kicking Virgin in the bum (no comment expected) and B. To allow A380 drivers to get more take-off and landing experience outside of the SIM.
A few questions;
Would this help more so with training or for "currency" related quotas which aren't being met?
If you were rostered for flying these, do you think it would likely be rostered for just the MEL-CBR-MEL sector due to the length of any International A380 routes, i'd assume you are coming into duty limit issues if you were to start/end the international flight with a tag leg?
If something like this does get off the ground, do you personally feel it's a good change from a SIM session to keep things current etc?

Silliest thing I've ever heard.

 

[Boris spatsky]

Hi JB, An apparent "leaked" story from a QF source online is saying QF are keen to start operating CBR A380 tag flights on all MEL and SYD flights for the general purpose of A. Kicking Virgin in the bum (no comment expected) and B. To allow A380 drivers to get more take-off and landing experience outside of the SIM.
A few questions;
Would this help more so with training or for "currency" related quotas which aren't being met?
If you were rostered for flying these, do you think it would likely be rostered for just the MEL-CBR-MEL sector due to the length of any International A380 routes, i'd assume you are coming into duty limit issues if you were to start/end the international flight with a tag leg?
If something like this does get off the ground, do you personally feel it's a good change from a SIM session to keep things current etc?

Pretty sure the article in question was an April Fool's joke

 

[jb747]

- Which Aus airports are considered "A380 capapble" ie. capable of regularly scheduled service like SYD/MEL/BNE/PER
- Which are "diversion ok" ? ADL, ?DRW ? others?
- Any others that could be used "in extremis" (with getting the aircraft back off the ground again once repaired etc a factor)? Assume this would mean a certain width and length of runway.

I guess it's kind of "piece of string" beyond that depending on the emergency but is there a considered "minimum acceptable length" and no doubt width too?

I haven't been to Brisbane, Perth or Adelaide in a long time, but I'd doubt that they are currently set up to 380 ops, other than the occasional diversion. Darwin and Alice are both suitable for use if needed. Beyond that, you just need about 8000 feet of bitumen, with no obstacles in close. Of course that can be surprisingly difficult. For instance Manila, which is quite suitable for any 747 operations, is so marginal for the 380 that it's only taken there when the airfield is otherwise closed (i.e. all movements are the absolute last thing before the curfew.)

 

[SenZubEanS]

Pretty sure the article in question was an April Fool's joke

Appears I have been foiled... I thought it sounded fishy, but the front page of the site had "BEN SANDILANDS| March 31, 2013" so I thought I was safe... however, having opened the article it then shows "BEN SANDILANDS | APR 01, 2013 9:33AM" .

Sorry for the off topic, just needed to justify myself in an attempt to feel less like a D**k

 

[JohnPhelan]

Appears I have been foiled... I thought it sounded fishy, but the front page of the site had "BEN SANDILANDS| March 31, 2013" so I thought I was safe... however, having opened the article it then shows "BEN SANDILANDS|APR 01, 2013 9:33AM" .

Sorry for the off topic, just needed to justify myself in an attempt to feel less like a D**k

You're far from the first person to have been duped into thinking a Ben Sandlilands article was in any way credible .....

 

[chrisb]

I haven't been to Brisbane, Perth or Adelaide in a long time, but I'd doubt that they are currently set up to 380 ops, other than the occasional diversion.

Perth was supposed to be A380 capable by the middle of the year but its been delayed until November. Emirates plans to run them as soon as the airport is ready.

 

[Mogul]

Had a first whilst departing from Sydney this morning on the way to Melbourne.

Took off headed east over Coogee until we were a couple of km's out to sea and then throttle went to idle, nose down. Looked out the port side and saw a Qantas 737 pass overhead at what seemed about 1km behind us.

As quickly as it happened we were full throttle again with quite a steep climb.

I'm assuming it was either ATC or TCAS initiated to ensure separation.

 

[jb747]

Had a first whilst departing from Sydney this morning on the way to Melbourne.

Took off headed east over Coogee until we were a couple of km's out to sea and then throttle went to idle, nose down. Looked out the port side and saw a Qantas 737 pass overhead at what seemed about 1km behind us.

As quickly as it happened we were full throttle again with quite a steep climb.

I'm assuming it was either ATC or TCAS initiated to ensure separation.

What you are describing happens every day, and is a great example of some of the illusions you get when flying. That particular departure threads its way through other traffic, so having another aircraft go right over you, quite closely, is normal.

It's most evident in the 767s. You've been climbing steeply, and simultaneously accelerating. They reach their cleared altitude, and push the nose down quite a way to hold level. The acceleration momentarily increases, until they approach the speed limit of 250 knots, at which point the power is dramatically reduced. Shortly thereafter, you'll have passed under the arrival track, and the power goes up again, and back into a normal climb.

 

[Major]

What you are describing happens every day, and is a great example of some of the illusions you get when flying. That particular departure threads its way through other traffic, so having another aircraft go right over you, quite closely, is normal.

It's most evident in the 767s. You've been climbing steeply, and simultaneously accelerating. They reach their cleared altitude, and push the nose down quite a way to hold level. The acceleration momentarily increases, until they approach the speed limit of 250 knots, at which point the power is dramatically reduced. Shortly thereafter, you'll have passed under the arrival track, and the power goes up again, and back into a normal climb.

This also happens frequently after doing a 180° to head back to OOL. The first time it happened I thought we were going back but on another flight the coughpit explained what would happen, so I don't think much about it now

 

[markis10]

Was on Nancy this morning as the QF2 ex Dubai, 10 minutes out we had gear lowered and what was called a rapid descent, landed 16R long with a roll through to the end, then needed to be towed to the bay. Baggage took ninety minutes with door issues.

I was very surprised at the early gear drop, not knowing at the time what were the issues, would that have been a priority in the circumstance given we had what I suspect were hydraulic issues?

 

[jb747]

Was on Nancy this morning as the QF2 ex Dubai, 10 minutes out we had gear lowered and what was called a rapid descent, landed 16R long with a roll through to the end, then needed to be towed to the bay. Baggage took ninety minutes with door issues.

I was very surprised at the early gear drop, not knowing at the time what were the issues, would that have been a priority in the circumstance given we had what I suspect were hydraulic issues?

This is purely conjecture going only on what you've said.

The gear on the A380 is split with part of it being done by the green system, and part by the yellow. Depending upon how the system plays up, you may need to do an alternate extension. Doing that early makes a lot of sense, as it takes a couple of minutes, and once it's done, is out of the way. Popping the gear out on descent will give you a lot of drag (especially as the doors won't close again), so unless you feel like offsetting it with a lot of power, you may as well fly a steeper than normal descent profile. You still have nose gear steering for the landing, but the EHBA will overheat if you try to taxi too far. Braking is unaffected...there are backups to backups to backups on that system, and it's split in multiple ways.

Interestingly, even total loss of hydraulics has no effect on the aircraft flight controls, as they have self contained electro hydraulic backups, all of which are independent.

 

[markis10]

This is purely conjecture going only on what you've said.

The gear on the A380 is split with part of it being done by the green system, and part by the yellow. If either system plays up, you need to do an alternate extension. Doing that early makes a lot of sense, as it takes a couple of minutes, and once it's done, is out of the way. Popping the gear out on descent will give you a lot of drag (especially as the doors won't close again), so unless you feel like offsetting it with a lot of power, you may as well fly a steeper than normal descent profile. The requirement for the tow would indicate that it was the green system. You still have nose gear steering for the landing, but the EHBA will overheat if you try to taxi too far. Braking is unaffected...there are backups to backups to backups on that system, and it's split in multiple ways.

Interestingly, even total loss of hydraulics has no effect on the aircraft flight controls, as they have self contained electro hydraulic backups, all of which are independent.

That makes a lot of sense, not sure why the full runway length was used, perhaps that was the best place to have the tug waiting without restricting aircraft movements, from memory it would have had to use a taxiway for access as it would be too heavy for the perimeter road.

 

[jb747]

That makes a lot of sense, not sure why the full runway length was used, perhaps that was the best place to have the tug waiting without restricting aircraft movements, from memory it would have had to use a taxiway for access as it would be too heavy for the perimeter road.

I'd use the full length in that case, especially as you need to pre position the tug. Not all of the taxiways are available for the 380, and if you were considering getting off the runway without help, you certainly wouldn't want to try any of the 'high speed' ones, as they all contain a very nasty turn at their end.

There is additionally a requirement in the performance application for another 500 metres or so of runway over the normal. You may not actually need it, but the certification (and calculations) require it.

 

[docjames]

What you are describing happens every day, and is a great example of some of the illusions you get when flying. That particular departure threads its way through other traffic, so having another aircraft go right over you, quite closely, is normal.

It's most evident in the 767s. You've been climbing steeply, and simultaneously accelerating. They reach their cleared altitude, and push the nose down quite a way to hold level. The acceleration momentarily increases, until they approach the speed limit of 250 knots, at which point the power is dramatically reduced. Shortly thereafter, you'll have passed under the arrival track, and the power goes up again, and back into a normal climb.

I've certainly noticed it many times, and despite knowing what's going on, it's always a little unnerving. And yes, much more noticeable on the 763.

I wish pilots would (?could) announce it prior to takeoff if it's likely to occur - that would be reassuring somewhat.

What wasn't reassuring was the time we had 1hr delay we took on a 763 with "throttle control issues" (or words to that effect) and then to have the thrust reduction post takeoff - very unsettling.

How predictable is it to be needed / not needed (throttle back to await passing under the arrival track)?

 

[simongr]

I regularly get the message from the pilot that they will be dialing back the thrust not long after take off and not to worry. Today I was more worried that they couldn't find the thrust management computer and had to get a new one (or a new bird) before we could leave.

 

[jb747]

I've certainly noticed it many times, and despite knowing what's going on, it's always a little unnerving. And yes, much more noticeable on the 763.

I wish pilots would (?could) announce it prior to takeoff if it's likely to occur - that would be reassuring somewhat.

What wasn't reassuring was the time we had 1hr delay we took on a 763 with "throttle control issues" (or words to that effect) and then to have the thrust reduction post takeoff - very unsettling.

How predictable is it to be needed / not needed (throttle back to await passing under the arrival track)?

It all depends upon ATC and the arrivals at the time. It doesn't always happen.

Throttle control issues....not terribly major, otherwise you'd never have departed, even after a one hour delay. Most common issue on the 767 relating to throttles was what we called 'thrust lever stagger', in which they end up a at slightly different positions to give you the same power. It was very common on the 762, less so on most of the 763, and didn't happen at all on OGV (different control system). If the stagger is big enough it becomes extremely annoying, especially on approach, where you'll constantly find yourself with asymmetric power. I can't recall ever having an issue with a TMC.