Ask The Pilot

[bass_ke]

Melburnian1, I've found voices easier to understand on an actual scanning receiver than the Internet feeds. Maybe the Internet feeds are compressed?

JB, do the air HF Freq's sound anything like the old 27mhz cb's?

 

[jb747]

do the air HF Freq's sound anything like the old 27mhz cb's?

I never used a CB. HF is basically just horrible, and thankfully it's being supplanted by the data links. Of course the data links don't always work...

 

[ChrisGibbs]

JB747 - A few weeks back I did a BA 777 flight from EZE to LHR and prior to QF moving the South American transit point to SCL I'd done a few QF 744 EZE to SYD flights. The flights out EZE appeared to be full of passengers (not sure about the amount of freight). What was unusual on all of these flights was the take off roll. The brakes were applied, the engines spooled up to a reasonable amount of power. After what felt like around 10-15 seconds the brakes were released giving the sensation of far greater acceleration at the start of the take off roll. I've been on flights where this procedure has been used before - typically during winter in very cold temperatures in Europe and North America. However the temperature in EZE at the time was in the low 20C. Are there any other factor like obstacle clearance or just the fact the aircraft may be near MTOW with a short runway?

JB747 - not sure if you missed this post #4650?

 

[jb747]

A few weeks back I did a BA 777 flight from EZE to LHR and prior to QF moving the South American transit point to SCL I'd done a few QF 744 EZE to SYD flights. The flights out EZE appeared to be full of passengers (not sure about the amount of freight). What was unusual on all of these flights was the take off roll. The brakes were applied, the engines spooled up to a reasonable amount of power. After what felt like around 10-15 seconds the brakes were released giving the sensation of far greater acceleration at the start of the take off roll. I've been on flights where this procedure has been used before - typically during winter in very cold temperatures in Europe and North America. However the temperature in EZE at the time was in the low 20C. Are there any other factor like obstacle clearance or just the fact the aircraft may be near MTOW with a short runway?

The procedure used in cold conditions (normally less than 10ºC and wet) is for a power of approximately 55-60% N1 to be set for 10 seconds prior to starting the take off roll. It sheds any ice that may have accumulated on the fan.

It's not a normal procedure for take off if you aren't in icing conditions. It could possibly be used when operating from somewhere where the departing runways cross the arrivals (San Francisco comes to mind), as ATC need you rolling as soon as they clear you to take off, not some seconds later, after the engines have come out of their lethargic phase, but you wouldn't need a great deal of power for that (10-15% perhaps). Big engines don't like high power at low speeds. The take off data makes allowance for engine spool up, and it simply isn't that limiting anyway (i.e. the margins are such that silly techniques aren't needed).

 

[markis10]

I never used a CB. HF is basically just horrible, and thankfully it's being supplanted by the data links. Of course the data links don't always work...

I have used both and they are similar, to be expected given both are HF although Aviation is lower down the frequency scale, with 8876 being a common choice.

 

[bass_ke]

Thanks gents, I've considered getting a setup that can receive that part of HF well, the cost seems to outweigh how much it's get used in my case though.

Realistically does much happen on the HF Freq's, is it just a way to touch base with a country you're approaching before getting close enough to go VHF?

Just one more, what is datalink?

Thanks again!
Nate

 

[markis10]

ACARS is a data link, you can get gear to decode them from the VHF frequencies in use:

Aircraft Communications Addressing and Reporting System - Wikipedia, the free encyclopedia

 

[Flying Fox]

Flying home tonight I got to thinking; when a pilot gets a rating on an aircraft, are you rated for individual types, eg. If rated on a B737-800 can they also fly a B737-700?

Also are all B737-800s the same to fly? Eg. Can a QF B737-800 pilot immediately switch to fly a VA or AA B737-800?

 

[jb747]

Flying home tonight I got to thinking; when a pilot gets a rating on an aircraft, are you rated for individual types, eg. If rated on a B737-800 can they also fly a B737-700?

Also are all B737-800s the same to fly? Eg. Can a QF B737-800 pilot immediately switch to fly a VA or AA B737-800?

All 737-800s would be similar, but not identical. Not even all of the aircraft from the same airline are identical.

My licence separates 747 from 747-400, but keeps all 757s and 767s together. Whilst I've never flown a 737, I'd expect the analogue ones are listed separately to the digital ones. There's generally some form of training program where slightly different aircraft are involved, but it could be as simple as a few pages of differences (as it was for the 767 GEs and RRs) if the aircraft behaviour is basically the same.

 

[ShaneN]

It doesn't overfly their airspace at all. Basically it goes over Kuwait, to Iraq, and then into Turkey.

Hi jb747. Am I right in thinking that I flew with you as Captain on QF1 over that route DXB-LHR this morning,

 

[jb747]

Hi jb747. Am I right in thinking that I flew with you as Captain on QF1 over that route DXB-LHR this morning,

Yep. Did you ask anyone for a visit?

 

[ShaneN]

Yep. Did you ask anyone for a visit?

Never even thought to ask.

Seemed a smooth flight to me. Minor delay due to failure to board in DXB. I think we also did a few of the usual circles around LHR.

Thanks jb747 for the helpful announcements to the passengers. We do appreciate it.

 

[bluedoggin]

It's up to the crew. As long as they aren't time constrained, I'm sure most would welcome visitors.

We were delayed on our Qantas service from SYD-LAX in May on the A380, and the flight attendant still took me around for a quick look through the aircraft, although she had to speed the tour up a bit. Actually the whole crew was amazing with their customer service. Really made everybody on board feel like they were VIPs.

I was surprised at how much smaller the coughpit was in person as opposed to all the videos and images I'd seen.

 

[Melburnian1]

jb747 and other pilots, like any job where you have a choice of employers, it may be the little things that count - such as the ability (say) with QF to live in either SYD or MEL if you are A380 qualified, rather than hot DXB or steamy and warm to hot SIN. It might also be a longstanding commitment of an employee to live in Oz, or the relative attractiveness of the salary, the benefits, the allowances, the promotional opportunities, the way you socialise with others in and around the workplace, the history of the employer's entity including its safety culture and the overall company and general societal culture as well.

Those of us who do not work in the airline industry perceive that commercial aviation pilots may have some time each month or perhaps each quarter to (if they choose) undertake some travelling to new destinations worldwide (in between the demands of family, spouses, volunteering, attending church, hobby and sporting events, looking after the house and so on). Perhaps that's a misconception.

That said, is the relative lack of variety in flying destinations for particular pilots (e.g. QF A380 only DXB, HKG, LAX and LHR, plus of course SYD and MEL) at least a slight disincentive to work for a carrier like QF (or VA in respect of its international flying, albeit not with A380s) 'at the end of the line' in terms of Australia's geography compared with say SQ whose A380 pilots fly to about eight destinations apart from SIN, and EK pilots to an expanding number as well? Or is it irrelevant because of the time off available to pilots (and the need to not be travelling every day - to have one's feet on the ground to rest for a few days)?

Of course, some employers such as SQ may not have a practice of employing Caucasian Australians on the flight deck, while others such as CX and EK may, but for the purposes of the discussion I'm assuming for the moment that all have occasional vacancies and are open to individuals of any nationality with the experience and type rating for aircraft X.

 

[jb747]

I was surprised at how much smaller the coughpit was in person as opposed to all the videos and images I'd seen.

The coughpit doesn't need to be big, although it is big enough to contain five seats. Up front though, you have to be able to reach things, so making it big is counterproductive.

 

[CaviAck]

The coughpit doesn't need to be big, although it is big enough to contain five seats. Up front though, you have to be able to reach things, so making it big is counterproductive.

There are 5 seats in there? I only noticed 4 the last time I went in there... I must pay closer attention next time I have a jaunt around the coughpit!

On that note, what would happen if I rotated the tiller at the gate? Will the nose gear still turn? Well try to turn under all that stationary weight.

 

[jb747]

jb747 and other pilots, like any job where you have a choice of employers, it may be the little things that count - such as the ability (say) with QF to live in either SYD or MEL if you are A380 qualified, rather than hot DXB or steamy and warm to hot SIN. It might also be a longstanding commitment of an employee to live in Oz, or the relative attractiveness of the salary, the benefits, the allowances, the promotional opportunities, the way you socialise with others in and around the workplace, the history of the employer's entity including its safety culture and the overall company and general societal culture as well.

Those of us who do not work in the airline industry perceive that commercial aviation pilots may have some time each month or perhaps each quarter to (if they choose) undertake some travelling to new destinations worldwide (in between the demands of family, spouses, volunteering, attending church, hobby and sporting events, looking after the house and so on). Perhaps that's a misconception.

On average, I work for 18 days in every 28, so that's not a great deal more time off than the average office worker. The time does tend to come in groups of days, rather than weekends, but you can always write off a part of it as you're in the wrong time zone. Just think of having perpetual bad jet lag, and you'll get the idea.

Most trips don't throw up a great deal of time to be a tourist. A long London trip really only gives one clear day to look around, and even then the time zone issue tends to restrict what you want to do (though I suspect the young blokes have more stamina than me). It's currently 1 pm in London, and I've just circumnavigated Hyde Park...but my bed time is in an hour or two...I rarely make it to dinner time.

That said, is the relative lack of variety in flying destinations for particular pilots (e.g. QF A380 only DXB, HKG, LAX and LHR, plus of course SYD and MEL) at least a slight disincentive to work for a carrier like QF (or VA in respect of its international flying, albeit not with A380s) 'at the end of the line' in terms of Australia's geography compared with say SQ whose A380 pilots fly to about eight destinations apart from SIN, and EK pilots to an expanding number as well?

Whilst a small network can be a bit boring, the converse is also true. Go to too many places, and you never become any good at the local procedures. Even with our relatively small network, it actually breaks down even further. I rarely go to LAX, perhaps once or twice a year. HKG is my annual route check, and the occasional delivery flight and that's about it. So, my personal network is really Sydney (which I try to avoid, but not successfully), Melbourne, Dubai and London.

That's only a small part of the airline though, and also only a short period of one's career. The other types go to many other places, and all pilots have to work their way through fleets, and their route structures, as their career progresses. So, I don't go to many places now, but I went to more on the 747, and many more on the 767. A bit like my hair really...there's less of it each year.

Or is it irrelevant because of the time off available to pilots (and the need to not be travelling every day - to have one's feet on the ground to rest for a few days)?

We all differ. Some of the guys are tourists, and spend their holidays overseas. I can't think of much worse, and like to drive on my holidays. When I retire, the closest I expect to get to a big jet will be watching one contrailing overhead.

Of course, some employers such as SQ may not have a practice of employing Caucasian Australians on the flight deck, while others such as CX and EK may, but for the purposes of the discussion I'm assuming for the moment that all have occasional vacancies and are open to individuals of any nationality with the experience and type rating for aircraft X.

Singair used to hire a lot of expats, but recently stopped doing so, and cancelled most of the remaining contracts. Cathay and Emirates (as well as most of the middle eastern airlines) have a large cross section of the worlds accents coming from their coughpits.

Whilst living in Oz is a great positive, it has a pretty horrendous tax rate compared to most alternatives. For an FO, or a junior Captain, moving away can be very attractive. There are ex QF guys already flying the 787 overseas. Promotional prospects are one of the biggest attractions, and these (ME) airlines are at the top of the list for that.

 

[jb747]

There are 5 seats in there? I only noticed 4 the last time I went in there... I must pay closer attention next time I have a jaunt around the coughpit!

Two to the right of the door, and one to the left, which I expect you missed. Plus the obvious two.

On that note, what would happen if I rotated the tiller at the gate? Will the nose gear still turn? Well try to turn under all that stationary weight.

The nose gear will turn when the aircraft is stationary. Think about the dynamics of it. Basically it's just a vertical pivot, with an hydraulic ram on each side. Stationary is pretty much the same force as moving.

At the gate....it needs hydraulics to move, and they're all shut down.

 

[CaviAck]

Two to the right of the door, and one to the left, which I expect you missed. Plus the obvious two.

I actually missed the second one to the right... Do they fold up or anything like that?

The nose gear will turn when the aircraft is stationary. Think about the dynamics of it. Basically it's just a vertical pivot, with an hydraulic ram on each side. Stationary is pretty much the same force as moving.

At the gate....it needs hydraulics to move, and they're all shut down.

Ah ok, I just took how it's easier to turn the wheel of a car when it's moving compared to when it's stationary and thinking it might be the same for a plane...

 

[Starinc]

Hi JB,
We are travelling on QF 127 Tuesday week with my 3 year old, who would love to meet the pilot and see the coughpit after the flight. When is the best time to ask if it is possible?