Ask The Pilot

[mjt57]

JB, has this affected your schedule?

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And if so, what was the problem?

 

[jb747]

JB, has this affected your schedule?

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And if so, what was the problem?

Not yet, though there have been some crew changes in London. My FO has been grabbed for another flight. Because we can only see a small fraction of what is going on, it's hard to get the overall picture of changes that may happen. Weather in both Dubai and London has also been poor, and that affects crewing too.

I took the 1, about an hour behind the 9. We watched him land..which looked quite normal. Not much was said on the radio. Pretty much a non event from the aviation perspective.

 

[Simo]

Not yet, though there have been some crew changes in London. My FO has been grabbed for another flight. Because we can only see a small fraction of what is going on, it's hard to get the overall picture of changes that may happen. Weather in both Dubai and London has also been poor, and that affects crewing too.

I took the 1, about an hour behind the 9. We watched him land..which looked quite normal. Not much was said on the radio. Pretty much a non event from the aviation perspective.

And we like to see non events in aviation...

Will one of the code share partners if possible repair the A380 or will a team be sent over from Australia.

 

[jb747]

Will one of the code share partners if possible repair the A380 or will a team be sent over from Australia.

Most issues are quite minor. I've shut down two engines (both in the 767) and the longest delay was four hours. I think you'll find that the aircraft has already returned to service.

 

[petercr]

Wasn't one of the 380's delayed out of Melb overnight recently due to a fuel pump issue? (according to Qantasaource) Wonder if it was the same one and same issue or coincidence...

 

[jb747]

Wasn't one of the 380's delayed out of Melb overnight recently due to a fuel pump issue? (according to Qantasaource) Wonder if it was the same one and same issue or coincidence...

All tanks have multiple pumps. Failure of one isn't an issue at all. Failure of both means you need to use alternative ways of getting the fuel, but in most cases, still isn't a real issue. There's something like 28 of them in total (I've never bothered counting the switches). Unlikely to cause a return to the start point, though it may affect despatch.

If I have to make a guess (and that's all it is), some form of sensor error that one of the computers didn't like. Probably solved by CTRL-ALT-DEL.

 

[NM]

Most issues are quite minor. I've shut down two engines (both in the 767) and the longest delay was four hours. I think you'll find that the aircraft has already returned to service.

Now I can only assume those engine shutdowns were not concurrent :shock:.

The reported tracking of QF9 shown in the media pictures shows several circuits in different locations. Would it be likely that the initial circuits were used to hold close to the airport to try to troubleshoot/resolve, and then subsequent holding for fuel dump before coming back to land?

 

[jb747]

The reported tracking of QF9 shown in the media pictures shows several circuits in different locations. Would it be likely that the initial circuits were used to hold close to the airport to try to troubleshoot/resolve, and then subsequent holding for fuel dump before coming back to land?

If you have any problem which isn't forcing an immediate landing, then it makes sense to go to a holding pattern somewhere. It gives you time to sort out the issue as much as you can, as well as giving ATC a chance to get ready for a return. And remember that they'll be concerned about their runway, and whether you may leave debris on it, or otherwise slow down the normal flow...which then ripples on to other aircraft.

Hasten slowly is generally a good plan.

 

[Julesmac]

JB please forgive me if you have already answered this question before. You've just been discussing storm cells and mentioned bad weather in Dubai. What happens if you are approaching during a sandstorm? Do you have stooge around in the air a bit and wait for it to move along? How high does a sandstorm go up? Does the sand get sucked into the engine? Can you see a sandstorm on radar in the same way you can see rain? Thank you

 

[jb747]

JB please forgive me if you have already answered this question before. You've just been discussing storm cells and mentioned bad weather in Dubai. What happens if you are approaching during a sandstorm? Do you have stooge around in the air a bit and wait for it to move along? How high does a sandstorm go up? Does the sand get sucked into the engine? Can you see a sandstorm on radar in the same way you can see rain?

I'd have to admit that we aren't experts on sandstorms, and have taken advice from the locals on the subject. If the vis is less than 800 metres, then we won't land in it if we have any alternative. If we do, it will require inspections. On the ground, limit reverse. The radar won't see the sand, but if it's associated with a cell, then we'll see that. From what I've seen, it seems to go to about 3,000 feet, and looks like smog...but that's from very limited exposure.

It's abrasive, but doesn't have the same nasty behaviour as volcanic dust, which melts and accretes within the engines.

The Dubai weather recently has been a mix of thunderstorms and heavy rain at night, and then thick fog in the morning.

 

[RSD]

Not sure whether you will be able to answer this as it doesn't effect you up the front, but recently I was on QF94 and despite it ending up being about a 1am departure the main cabin lights were still fully illuminated - has there been a policy change on dimming them of a night time for take off?

 

[Julesmac]

Ok Thanks for your response, JB.Now I know! Cheers

 

[Wests Tigers]

Wheels up? Totally different question for JB when time permits. My home office window permits me to gaze and daydream as aircraft take off along the M4 in Sydney towards Richmond or Katoomba. They usually pass overhead around 3,000 - 4,000 feet. Sometimes there is an aircraft that appears to still have a wheel (or two) still unretracted. I always thought getting the wheels up asap was a priority? Or did the pilot(s) just forget?! Surely not? I know I sometimes leave the handbrake on in the car....but...? Seems to happen weekly, in a variety of airlines, and aircraft type. Through flightradar24 they then seem to happily fly off to their destinations. Your thoughts?

 

[mikenz]

If the weather is looking tricky at the destination, do you take off and hope it will improve in the knowledge that you could divert if it doesnt, or would you cancel the flight? Who makes that decision?

When you're overseas (London, Dubai etc) do you try to keep to an Australian body clock or do you adjust as you move?

If you need to be taken off a flight because prior to takeoff you realise you will go over allowed hours (e.g long delay at the gate) what does that do to your schedule? Do you swap shifts with the crew from the next day, or do you drop out of the roster until your next scheduled flight?

I think this is a silly question, but I'll go for it anyway! When you arrive in Dubai/London are you and the crew able to go to your hotel room immediately? Or do you need to wait like the rest of us, until 2pm before you can check in?

Are pilots allowed to be smokers? I'm sure they're not allowed to smoke while at work and whether they do or not is not the question! I'm wondering if pilots on long haul would be feeling the effects of not being able to smoke which could cloud their judgement towards the end of the journey.

How do you see commercial air travel 20 years from now? Do you see more point to point on smaller aircraft (330, 350, 777, 787) or do you see such an increase in the hub to hub model, probably driven by rapid population/traveler growth in Asia?

Thanks

 

[jb747]

Not sure whether you will be able to answer this as it doesn't effect you up the front, but recently I was on QF94 and despite it ending up being about a 1am departure the main cabin lights were still fully illuminated - has there been a policy change on dimming them of a night time for take off?

Not that I know of.

 

[jb747]

Wheels up? Totally different question for JB when time permits. My home office window permits me to gaze and daydream as aircraft take off along the M4 in Sydney towards Richmond or Katoomba. They usually pass overhead around 3,000 - 4,000 feet. Sometimes there is an aircraft that appears to still have a wheel (or two) still unretracted. I always thought getting the wheels up asap was a priority? Or did the pilot(s) just forget?! Surely not? I know I sometimes leave the handbrake on in the car....but...? Seems to happen weekly, in a variety of airlines, and aircraft type. Through flightradar24 they then seem to happily fly off to their destinations. Your thoughts?

There are some MELs that require the gear to be left extended for a couple of minutes after take off. Across all of the airlines, I expect that you would see that a couple of times per day out of Sydney. It applies if there is an issue with a brake, and gives the wheel(s) time to run down if retraction braking isn't available.

 

[jb747]

If the weather is looking tricky at the destination, do you take off and hope it will improve in the knowledge that you could divert if it doesnt, or would you cancel the flight? Who makes that decision?

There are generally more alternatives than that. Certainly going and using the diversion is one option, but weather is often associated with 30 or 60 minute time periods, in which case you may simply need to have that amount of extra holding fuel. Sometimes issues can be solved by a planned early diversion ( go really fast, have everything waiting and make a tech call). Offloading some payload (cargo) might give enough extra fuel to alleviate the problem. To a degree, weather is always a fuel problem...fuel gives options.

Outright cancellation of a flight comes from the fleet management, and will mostly be because of typhoon/cyclone conditions.

When you're overseas (London, Dubai etc) do you try to keep to an Australian body clock or do you adjust as you move?

Australian time makes it much easier to recover after the flight. You tend to end up in somewhat random times though, because almost every sector is night...at least in part.

If you need to be taken off a flight because prior to takeoff you realise you will go over allowed hours (e.g long delay at the gate) what does that do to your schedule? Do you swap shifts with the crew from the next day, or do you drop out of the roster until your next scheduled flight?

You fall out of the roster, and become 'available'..which basically means you'll get whatever scheduling feel like throwing your way. The period of availability depends upon whether it was your fault or the company.

I think this is a silly question, but I'll go for it anyway! When you arrive in Dubai/London are you and the crew able to go to your hotel room immediately? Or do you need to wait like the rest of us, until 2pm before you can check in?

The rooms are supposed to be available when we arrive.

Are pilots allowed to be smokers? I'm sure they're not allowed to smoke while at work and whether they do or not is not the question! I'm wondering if pilots on long haul would be feeling the effects of not being able to smoke which could cloud their judgement towards the end of the journey.

Yes....but very rare these days.

How do you see commercial air travel 20 years from now? Do you see more point to point on smaller aircraft (330, 350, 777, 787) or do you see such an increase in the hub to hub model, probably driven by rapid population/traveler growth in Asia?

It will still be a mix, though P to P will be a much bigger part of that mix.

 

[acoolbreeze]

Are pilots allowed to be smokers? I'm sure they're not allowed to smoke while at work and whether they do or not is not the question! I'm wondering if pilots on long haul would be feeling the effects of not being able to smoke which could cloud their judgement towards the end of the journey.


I remember about 18 months ago I boarded a MU flight shortly after chocking. I stuck my head into the coughpit for a peak and the smell and fumes of cigarette smoke were overwhelming lol.

 

[defurax]

I was reading about an "incident" which happened recently in the Canadian Far North: First Air pilots suspended after flying 100s of km off course - North - CBC News

While reading this I was thinking about the Korean Air flight that was shot down by the Russians for flying off course. My question relates to the true north vs magnetic north, is it still possible to have a modern aircraft using the "wrong" north as a reference? Apparently the pilots were able to "reset" something and then fly straight to Iqaluit without further incidents. The article refers to navigation by GPS, but I thought even GPS is far from perfect at very high latitudes.

 

[MEL_Traveller]

Not sure whether you will be able to answer this as it doesn't effect you up the front, but recently I was on QF94 and despite it ending up being about a 1am departure the main cabin lights were still fully illuminated - has there been a policy change on dimming them of a night time for take off?

just bumping this as I'd be interested in an answer on this as well