Ask The Pilot

[markis10]

Even though QF8 gets into BNE about 6am?

In theory! Sitting in a crowded BNE F lounge with many QF8 pax as I type!

 

[petercr]

I can see according to Flightaware, it did the bonus AKL stop-over this morning which would explain... (arr AKL 06:55 dep AKL 08:45 , arr BNE 08:38, dep BNE 10:40, arr SYD 12:45 local)


JB, based on your response and from previous reading of the thread, is the max crew operational time somewhere around 16hrs?

 

[jb747]

I can see according to Flightaware, it did the bonus AKL stop-over this morning which would explain... (arr AKL 06:55 dep AKL 08:45 , arr BNE 08:38, dep BNE 10:40, arr SYD 12:45 local)


JB, based on your response and from previous reading of the thread, is the max crew operational time somewhere around 16hrs?

There are a couple of caveats to how the timings work. It varies with number of crew. Beyond 16 hours is only available as a planned single sector. Ignoring the rules, it would be outright dangerous to plan a crew to do the BNE-SYD sector as part of the same duty. The number of mistakes made rises quite dramatically as the sectors get longer, and the crew become more fatigued. Even though there are bunks available, the reality is that whatever rest you get is at best poor, and just as often non existent.

 

[mrfreeze]

Having a look around the A380 coughpit in the link, what is the black device with the red button on the side just behind the side stick console, next to the cup holders? It looks to me like a microphone.Airbus A380 - coughpit | p a n o r e p o r t a g e | © g i l l e s v i d a l

That's exactly what it is. Must admit I've never found a use for it....

Karaoke ??
And if so what song would you pick?

Something I have been wondering is do each type of aircraft have a different "feel" about them?
I have noticed that when on Boeing any turbulence uncounted the plane seems to feel more "solid" and on an Airbus the plane seems to "flip around" more - well thats how I perceive it but am unsure if it is just the mind playing tricks.

 

[jb747]

Something I have been wondering is do each type of aircraft have a different "feel" about them?
I have noticed that when on Boeing any turbulence uncounted the plane seems to feel more "solid" and on an Airbus the plane seems to "flip around" more - well thats how I perceive it but am unsure if it is just the mind playing tricks.

They all have a very different feel. Not just in the way they respond to the controls, but also in the way they flex in any turbulence. Mostly we stop noticing it very quickly (after the first couple of trips). The 767 was extremely rigid, especially the '200. The 747 noticeably less so. The A380 fuselage feels quite rigid, but the control feel is rather waffly (to use a technical term). Within the cabin, especially towards the rear, the effects of any motion are magnified.

 

[Awesom Andy]

Karaoke ??
And if so what song would you pick?

Leaving on a Jet Plane by John Denver?

 

[legroom]

Hi JB,

On average how many hours of shut-eyes would you be able to achieve during a long haul (e.g. SYD DXB) ?

All in one stretch or broken up in smaller segments ?

Would that be the same for the FO, SO and flight engineer or the Captain has more "rest" ? [is there a flight engineer on 388 ??]

Would the flight crews have to "hot bunk" [sharing the same bed] ?

****

On another unrelated issue, if I may.

How would you go about assessing a FO / SO whom you have not worked with before ?

When would you feel comfortable about handing the reins {or levers / switches} to him / her so that you can have a break ? [I am thinking of AF447 here]

Would you ring up another Captain or Fleet Manager before starting the flight for an up to date background of your FO / SO ?

Or their logged hours would give you a good handle on that issue ?

Or you'd have some internal "tests" to suss out the new guys ??

I would imagine it is a difficult and sensitive task to delegate to another pilot whom you just meet for the first time.

Thank you in advance.


PS: I was invited by the Captain of my recent flight (QF12) to vist the coughpit and was quite amazed at the numbers of switches there. Seems quite cramped with 4 people sitting quite close together. The captain (Ca.. Br...) extended the invitation to all F pax saying "you fly F, you are invited to come up here" ! Happy to oblige, being a kid once again

There are a couple of caveats to how the timings work. It varies with number of crew. Beyond 16 hours is only available as a planned single sector. Ignoring the rules, it would be outright dangerous to plan a crew to do the BNE-SYD sector as part of the same duty. The number of mistakes made rises quite dramatically as the sectors get longer, and the crew become more fatigued. Even though there are bunks available, the reality is that whatever rest you get is at best poor, and just as often non existent.

 

[jb747]

On average how many hours of shut-eyes would you be able to achieve during a long haul (e.g. SYD DXB) ?

Each sector is quite different. Some you can sleep on, others you just can't. Sometimes you just can't stay awake. Sydney Dubai...you'd be lucky to get 30 minutes. Mind you, some of the S/Os would get in 14 hours if you let them.....

All in one stretch or broken up in smaller segments ?

The way the roster is built will vary depending upon the timings of the sector, and upon just how tired everyone is at the start. If, for instance, we start work with someone who has just had a great sleep, and someone else who hasn't, the idea would be to put the rested guy into the seat for a LONG time. On the other hand, if everyone feels bad, then shorter breaks. Harder to get rest, but much harder to stay awake. I prefer to run a somewhat dynamic roster. Instead of sticking to set times for people to come and go, I prefer to let people modify it as needed.

Would that be the same for the FO, SO and flight engineer or the Captain has more "rest" ? [is there a flight engineer on 388 ??]

No flight engineer. The last disappeared with the 747-300. They were a great resource. They could always find the lowest dive to drink at....

The rest should be divided more or less evenly.

Would the flight crews have to "hot bunk" [sharing the same bed] ?

Not at the same time, but yes. There is extra bedding so you don't have to share everything.

How would you go about assessing a FO / SO whom you have not worked with before ? When would you feel comfortable about handing the reins {or levers / switches} to him / her so that you can have a break ? [I am thinking of AF447 here]

One of the great luxuries is that you basically don't have to be too concerned about your crew. QF's training department has a great record of turning out equally qualified clones. And I'm not saying that in a derogatory way. You really can go to work with anyone, and it will mesh immediately. Somebody who was 'different' would be a concern.

Would you ring up another Captain or Fleet Manager before starting the flight for an up to date background of your FO / SO ?

I would only need to ring the manager after the sector if there was a problem. And that's a rarely used phone line....

Or you'd have some internal "tests" to suss out the new guys ??

Never. I try to be as 'standard' as possible. My normal brief to my crews is that if I do something 'different', I'm not trying to be a smart cough but have screwed up...and I want them to pull me up on it. They will too.

I would imagine it is a difficult and sensitive task to delegate to another pilot whom you just meet for the first time.

It's not, but I have faith in the system that they've come through.

I was invited by the Captain of my recent flight (QF12) to vist the coughpit and was quite amazed at the numbers of switches there. Seems quite cramped with 4 people sitting quite close together. The captain (Ca.. Br...) extended the invitation to all F pax saying "you fly F, you are invited to come up here" !

Back in the 90s I had as many visitors up front as possible. We can't do that now, but it's still possible to have anyone who shows an interest up to see the office whilst on the ground. In particular, the kids...they might be flying me one day.

In the 380 and the 747 there are about 250 switches/knobs etc. In the Classic 747 there were around 900. Of course much is now hidden under layers of menus, but the coughpits have become much simpler over the years, whilst at the same time becoming more complex.

 

[mjt57]

No flight engineer. The last disappeared with the 747-300. They were a great resource. They could always find the lowest dive to drink at....

So, as far as drinking standards go, the FEs raised the bar to a new low, then...

 

[knasty]

On a United flight from Chicago to NYC the FO gave a running commentary of his favourite drinking holes in the cities we overflew

 

[jb747]

On a United flight from Chicago to NYC the FO gave a running commentary of his favourite drinking holes in the cities we overflew

And I'll bet he annoyed the daylights out of most of the passengers.

 

[MEL_Traveller]

And I'll bet he annoyed the daylights out of most of the passengers.

at least they weren't asleep

 

[knasty]

It was on Channel 9 ATC radio. Very interesting...and strangely reassuring. At least he could remember the names...

 

[Shorns]

JB, I got back from europe a few weeeks back, whilst over there they had an interesting report from the BBC, they were reporting on a survey of pilots that had found that around 50% had reported falling asleep "at the wheel" and of them 25% had reported waking to find their counterpart also asleep. Can't remember the excact figures but it was pretty close to those numbers, add in some journalistic license I'm sure. Are there any "procedures" outside of normal operating stuff that you do to keep functional on those quieter flights?

 

[moa999]

It was on Channel 9 ATC radio. Very interesting...and strangely reassuring. At least he could remember the names...

9 ATC is different, you are just listening to the coughpit conversation... on what is normally pretty uneventful in cruise... its not specifically directed at the passengers, although I understand the pilots have a kill switch if they don't want stuff broadcast. Have only flown United once and quite enjoyed it. I dont believe however that all of the ex-Continental planes have it.

Maybe JB could tell us what the most common conversation is in the QF coughpits.

 

[jb747]

Maybe JB could tell us what the most common conversation is in the QF coughpits.

I don't know. What is it in your office? To be quite honest, I don't mind silence, and that's what it is much of the time.

Houses, cars, boats, computers and cameras are pretty safe topics. Industrial isn't.

 

[jb747]

JB, I got back from europe a few weeeks back, whilst over there they had an interesting report from the BBC, they were reporting on a survey of pilots that had found that around 50% had reported falling asleep "at the wheel" and of them 25% had reported waking to find their counterpart also asleep. Can't remember the excact figures but it was pretty close to those numbers, add in some journalistic license I'm sure. Are there any "procedures" outside of normal operating stuff that you do to keep functional on those quieter flights?

Ryanair I guess....

If you're getting sleepy, stand up. Go for a walk (assuming your opposite number is awake). Read a manual for a while...oops that's how you go to sleep. Order the twentieth coffee of the flight.

And if you're really starting to bang your head on the coaming, then call the crew rest and get someone else back.

 

[petercr]

winding down the window and getting some fresh air?

 

[legroom]

Hi JB,

Suppose the worst happened to the Captain (for whatever reason) and he/she is no longer capable to fly a long haul sector, would QF then allow the FO to continue onwards with the SO in the coughpit only ?

Under what scenario would QF then arrange for a diversion in that case ?

Could we safely assume that any FO would be capable of guiding the bird to the final port ?

****

On a related note, if I may.

When / How would you determine that the FO is 'good ' enough to let him/her handle a take-off or landing while you are in the left seat ?

They have to do that sometime but do you give that privilege out routinely or very selectively ?

Based on their hours ? SIM sessions ? .... ??

Thanks in advance

 

[jb747]

Suppose the worst happened to the Captain (for whatever reason) and he/she is no longer capable to fly a long haul sector, would QF then allow the FO to continue onwards with the SO in the coughpit only ?

Under what scenario would QF then arrange for a diversion in that case ?

Could we safely assume that any FO would be capable of guiding the bird to the final port ?

In that circumstance, everyone has a field promotion...and whilst the FO would almost certainly call the company, it would not be up to them to decide the outcome. They can only advise. The QF long haul FOs all have a 'cruise command' endorsement. They are more than capable of flying the aircraft to either its destination, or the diversion field of their choice. The SOs are quite capable of filling in for the missing man.

When / How would you determine that the FO is 'good ' enough to let him/her handle a take-off or landing while you are in the left seat ?They have to do that sometime but do you give that privilege out routinely or very selectively ?

When the FOs are cleared to line operations, it means the training and checking people have made their assessment. I accept that at face value and have no qualms about giving sectors to the FO, even if I've just met him in the bus. They do have some environmental limitations placed upon them (by the company), so basically they don't operate to the aircraft crosswind limits, nor do they carry out the very low vis operations. When flying with brand new FOs back in my 767 days, you'd keep a somewhat closer eye on them if the conditions were unusual, but by the time they're a 747 or 380 FO, there isn't much they haven't seen, and really, in most cases they're more qualified than many airlines captains.