Ask The Pilot

[casanovawa]

I was recently flying back from Joburg to Sydney and an announcement came up from the First Officer i think describing a bit about the flight... At one point i'm not sure if he said something about maybe seeing the Southern lights at some point on the trip, but he was talking in such a 'cool' radio sort of presenter tone but so quietly that i could hardly make out what he was saying... I almost felt like asking one of the FAs to call the coughpit and confirm what he was mumbling about as seeing the southern or nothern lights is something i would love to do, but sort of hate going to cold areas which is probably the best for it, so this would have been a great opportunity, if it was what he was saying and if i was sitting on the other side of the plane!!!

So

1. JB can you try and make sure you and the FOs announcements are relatively clear if something interesting is in the offing even if it means not sounding super cool... and
2. I know its a general question but do you still find some of the sights you see amazing and enjoy looking at them up in the coughpit, do you see (or have you seen) the southern/northern lights much or do you not fly on the right routes these days for that, are there other amazing things you see or have seen? Even with all my flights and my age i still get a window seats everytime and enjoy looking out the window and sometimes taking photos of things i see but obviously you have flown much more than most of us...

 

[harvyk]

but so quietly that i could hardly make out what he was saying... I almost felt like asking one of the FAs to call the coughpit and confirm what he was mumbling about

Yeah, I've been on a few flights where the PA announcements have been so quiet that the FA \ Pilot probably shouldn't have bothered...

Which brings up another question, can PA announcements be heard from within a coughpit even if just very faint?

 

[jb747]

Talking specifically B747, can multiple autopilots be engaged at the same time (eg have L \ C \ R engaged all at once) or is approach mode during an autoland the only time this happens?
If only one is engaged which one is typically engaged (assuming all three are working, not sure if it's part of the MEL or not) or does it depend on which button is closer (eg L or R) to the pilot pressing it?

All three are only engaged on an automatic approach/autoland. If I recall correctly, with "approach" selected, and LOC and G/S captured, the non engaged autopilots will automatically engage at around 1500 feet. You'd don't need to select them.

The R autopilot was always selected on the FO's sector, and either the L or C (normally alternating) would be used on the captain's sectors. That's because the R autopilot uses the same air data as is displayed on the FO's side (and L and C the captain's). There's normally a small difference in altitude between the two sides (generally around 40 feet).

 

[rechoboam]

Thanks for your participation here, it's been really interesting.
I'm flying MEL-SYD-MEL on QF 419 and 490 in a couple of weeks. I realize that there are diversions due to weather or runway works etc that change the flight path or approach day to day. However would the basic plan be set in advance including departure and approach procedures, for example can I expect to come in over Eildon VOR then approach runway 27 via BADGR waypoint or does it vary much more than that? Just want to have a look on the simulator with my kids.

 

[jb747]

Thanks for your participation here, it's been really interesting.
I'm flying MEL-SYD-MEL on QF 419 and 490 in a couple of weeks. I realize that there are diversions due to weather or runway works etc that change the flight path or approach day to day. However would the basic plan be set in advance including departure and approach procedures, for example can I expect to come in over Eildon VOR then approach runway 27 via BADGR waypoint or does it vary much more than that? Just want to have a look on the simulator with my kids.

The wind really controls the choice of runway. As long as it isn't a howling gale, most of the domestic jets will depart Melbourne from runway 27. Most likely SID will be the DOSEL 7. Arrivals...well that's really up in the air. All arrivals from Sydney will be via the LIZZI, but whether it will be on to 16, 27, or 34 is in the lap of the gods. As I write this, it's calm, and no jets are coming past my house, so they're obviously using 16 and 27.

Sydney has a strange 'noise sharing' plan, which has runways that are basically unsuitable being allocated by government edict. Basically though, you'll always do the RIVET 9, and then that will be continued with radar vectors to the approach. Most likely will be 34L or 16R. Departures: most likely will be via the WOLLONGONG 9 or DEENA 4.

We don't know for sure what departure or arrival we'll be doing until actually issued with the clearance. We can, of course, take a pretty good guess at it, but it's quite common for us to load a couple of arrivals/departures into the FMC, and to then just choose the route that contains the issued clearance. Sometimes runways even change in quite close to the field (I recently swapped from 25L in LA to 24R inside 10 miles to run).

 

[harvyk]

On a long haul flight how much in advance is the flight plan loaded into the FMC, for example will you have a whole plan say SYD-LAX pre-loaded into the FMC prior to takeoff whereby in theory after takeoff you could ask A/P to follow the plan to LAX without any further input of waypoints (and then update it if you need to deviate from the flight plan e.g. for weather), or do you only have say a few waypoints entered and you'll add additional ones mid flight? (e.g. you have the flight plan entered in upto Fiji, and additional waypoints are entered in when you get closer to needing them)

 

[jb747]

On a long haul flight how much in advance is the flight plan loaded into the FMC, for example will you have a whole plan say SYD-LAX pre-loaded into the FMC prior to takeoff whereby in theory after takeoff you could ask A/P to follow the plan to LAX without any further input of waypoints (and then update it if you need to deviate from the flight plan e.g. for weather), or do you only have say a few waypoints entered and you'll add additional ones mid flight? (e.g. you have the flight plan entered in upto Fiji, and additional waypoints are entered in when you get closer to needing them)

The whole flight plan is loaded. Normally they a uplinked to the aircraft when we request them (almost the first thing we do), although we could load them as as a company route (i.e. LHRSIN001). Sometimes the uplinked route needs to be modified to match the flight plan. The loaded route will be checked against the paper flight plan to ensure that both are going to the same places.

If we need to deviate for weather, we normally ask ATC for a clearance for up to X miles left or right of track. That's entered into the FMC as an 'offset', and will give us a picture of how far we're cleared to go off the original track. Normally, it will be flown in heading mode. Clear of weather, you normally track to intercept the original plan at the next waypoint.

 

[russ]

Does it get boring?

 

[jb747]

Does it get boring?

No, not really. In fact I think that if you're bored, then you don't know what's going on. Sometimes there's more to be done than at other times, but there's always something.

 

[drewbles]

My aunt, an ex BA F FA/CSM, mentioned that back-in-the-day, all the Cabin staff had one aim: a) nab a rich F man as their husband, or b) nab one of the occupants of the left seat as their husband.

As one of the left-hand-seat-occupants jb, is there any truth in that today?

 

[jb747]

My aunt, an ex BA F FA/CSM, mentioned that back-in-the-day, all the Cabin staff had one aim: a) nab a rich F man as their husband, or b) nab one of the occupants of the left seat as their husband.

As one of the left-hand-seat-occupants jb, is there any truth in that today?

That brings to mind what is described as the Qantas pilots' financial advice...although I suspect a variation exists in all airlines.

A. Keep your first wife.
B. Don't marry a hostie.

You'd probably be surprised at just how little interaction, of any sort, we have with the cabin crew.

 

[straitman]

That brings to mind what is described as the Qantas pilots' financial advice...although I suspect a variation exists in all airlines.

A. Keep your first wife.
B. Don't marry a hostie.

You'd probably be surprised at just how little interaction, of any sort, we have with the cabin crew.

A friend of mine who seems to have flown most things (incl F111) has had three wives. His instructions are that if he is ever seen falling for a woman again to hit him in the head and get him to write her a cheque for $100,000 and tell her to (insert appropriate word) off. The thought is that the $100,000 is a lot cheaper than another divorce.

 

[harvyk]

Do you ever have to drain out some fuel from an aircraft on the ground, and if so how complex a procedure is it?

An example I could think of is if a plane scheduled to fly SYD-LAX goes tech, they move pax onto another plane which does the LAX run and the next suitable flight for the aircraft is a MEL-SIN run, but getting the aircraft from SYD-MEL would require a positioning flight.

Obviously it depends on the aircraft type, but would say an aircraft with enough fuel for SYD-LAX be able to do a SYD-MEL run without any pax \ freight, or would it require fuel to be drained first?

 

[jb747]

Do you ever have to drain out some fuel from an aircraft on the ground, and if so how complex a procedure is it?

An example I could think of is if a plane scheduled to fly SYD-LAX goes tech, they move pax onto another plane which does the LAX run and the next suitable flight for the aircraft is a MEL-SIN run, but getting the aircraft from SYD-MEL would require a positioning flight.

Obviously it depends on the aircraft type, but would say an aircraft with enough fuel for SYD-LAX be able to do a SYD-MEL run without any pax \ freight, or would it require fuel to be drained first?

I've never had to have a large amount of fuel removed from an aircraft on the ground. I gather though, that it's a quite lengthy and painful procedure....which the engineers will take care of. I did once dump 50 tonnes of it, but that doesn't count.

Fuel load for an LA flight will vastly exceed what could be carried down to Melbourne (or even Singapore for that matter)...so in the scenario you mention, the engineers would have to have it removed.

Small amounts of fuel occasionally have to be removed when operating at max weights, but that's done by converting it to carbon.

 

[harvyk]

When a pilot talks to either the cabin crew (via the cabin interphone) or makes cabin PA annoucements can they do that via the headset microphone, or do they need to use the "telephone handset" which I've seen in some coughpits?

If the headset can be used, when talking to cabin crew \ making PA announcements via the headset does the talk button need to be pressed on the yoke?

Also is the yoke the only place where a push to talk via radio button is found?

(Taking specifically B747's here)

 

[QF WP]

As a general question (without wanting you to go into specific personal examples), using the pay chart found here, my understanding is normally a pilot who is trained on one type of aircraft would progress down the column and eventually hit the earning ceiling for that aircraft type and experience.

If they then then go to another aircraft type, do they not start on the first rung (0-3 years) of that column and progress down. Is it years of experience with that type of aircraft that is the determinate? Looking at the earning scales, there is a slight drop in income by moving; however I could understand that being the case.

 

[jb747]

When a pilot talks to either the cabin crew (via the cabin interphone) or makes cabin PA annoucements can they do that via the headset microphone, or do they need to use the "telephone handset" which I've seen in some coughpits?

You can use either. Normally the telephone handset is a little easier to understand.

If the headset can be used, when talking to cabin crew \ making PA announcements via the headset does the talk button need to be pressed on the yoke?

You need to press a transmit button on something....

Also is the yoke the only place where a push to talk via radio button is found? (Taking specifically B747's here)

There are three transmit buttons for each pilot on the 747/767 and two on the 380. One on the comms selector panel on the centre pedestal, one on the back of the yoke, and another on the coaming. The AB doesn't have the coaming switch.

 

[jb747]

As a general question (without wanting you to go into specific personal examples), using the pay chart found here, my understanding is normally a pilot who is trained on one type of aircraft would progress down the column and eventually hit the earning ceiling for that aircraft type and experience.

If they then then go to another aircraft type, do they not start on the first rung (0-3 years) of that column and progress down. Is it years of experience with that type of aircraft that is the determinate? Looking at the earning scales, there is a slight drop in income by moving; however I could understand that being the case.

If you change types you move across the scale.

 

[Tortuga]

Hey JB, hope you had a great holiday.

I have just flown on an Iberia A340-600 and we had to perform a "3 turn" approach (wasn't clear, but he mentioned making sure everyone had turned off all electrical devices that may effect navigation) due to heavy fog (I was amazed how low we were when the pilot turned and headed to land, I could hardly see the runway until about 50m above the ground). I also noticed that on the tip of the wings there was a white substance flying out, the type of thing you see on those stunt planes, can you tell me what it is?

I'm sure you would be amazed by how the passengers here in Argentina cheer and clap when the aircraft lands, I have noticed it is usually increased when the approach is done through bad weather or heavy turbulence. I guess it is good to get some recognition, even though you are performing your job.

 

[jb747]

Hey JB, hope you had a great holiday.

I have just flown on an Iberia A340-600 and we had to perform a "3 turn" approach (wasn't clear, but he mentioned making sure everyone had turned off all electrical devices that may effect navigation) due to heavy fog (I was amazed how low we were when the pilot turned and headed to land, I could hardly see the runway until about 50m above the ground). I also noticed that on the tip of the wings there was a white substance flying out, the type of thing you see on those stunt planes, can you tell me what it is?

"3 turn" is a term I don't understand, but as you mention fog, I expect it was actually a Cat III approach. Basically an automatic landing to an extremely low (perhaps even zero) minimum...you don't have to see the runway at all before you land on it. Going through a hundred feet, I always hope its not aimed at the car park....

What you are seeing at the wing tip is condensation. At the wing tips all aircraft have strong vortexes. The core of the vortex is quite low pressure, and moisure condenses there. Basically your own little mobile cloud. The same sort of trail often appears at other points on the wing.

I'm sure you would be amazed by how the passengers here in Argentina cheer and clap when the aircraft lands, I have noticed it is usually increased when the approach is done through bad weather or heavy turbulence. I guess it is good to get some recognition, even though you are performing your job.

I guess different nationalities have different ways of behaving. Clapping is a rarity for Australian passengers, no matter how difficult the conditions. Quite the opposite...I recall one passenger who had a go at me for what was a pretty firm landing. Given that there was a 38 knot crosswind at the time, I was happy to have hit the runway at all...smoothness didn't come into it.

Pilots may just be performing their job, but there are occasions when the difficulty level goes way beyond anything you may reasonably expect. Within the coughpit, it's not at all uncommon for a nice, tidy job to be acknowledged.