Ask The Pilot

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Pilots,
Is there ever a time where there is bad enough turbulence for you to be worried/anxious?
I know everything is done to avoid potential turbulence. I don't mind the occasional bump, but when it gets rough in the middle of the night over the Pacific, I get a little uncomfortable. Thanks again.
 
jb747 said:
Yes...if the aircraft is operating in low visibility conditions (i.e. fog), either for take off or landing, or doing an automatic landing, irrespective of the conditions, then all devices must be totally powered off. The reason is simply that the margins for error in such operations are so fine, that even the tiniest possibility of interference cannot be accepted.
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With the new rules on PEDs, I'm sure there's a fair percentage of arrogant passengers who will completely not understand such a request, since to them this whole "electronic devices causes interference" BS was supposedly defeated some time ago, and will continue using their devices even if directed to turn them off, and scorn at the crew members who remind them not to.

Of course, some of us are just content to follow the instructions of the crew.
 
Dmac6345 said:
Is there ever a time where there is bad enough turbulence for you to be worried/anxious?
I know everything is done to avoid potential turbulence. I don't mind the occasional bump, but when it gets rough in the middle of the night over the Pacific, I get a little uncomfortable. Thanks again.
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Not unless I've just spilt my coffee on myself....

Quite honestly, the vast majority of passengers and crew NEVER see any decent turbulence. Even the stuff that can flick those not to using seat belts up to the ceiling is well within what the aircraft can handle. There are some handling issues that could become problematic in the strong up and downdrafts (relating to speed control), but the sort of turbulence you've most likely experienced across the Pacific is little more than a nuisance. Remember that we do often fly many miles off track to ensure we avoid the nastiest stuff.
 
harvyk said:
What are the rules for eating / drinking in the coughpit?
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It's a bit different in Airbus vs Boeing, as the AB has a fold out table, and access to the thrust levers and sidestick isn't affected by a meal on the tray.

First thing is to always make sure that someone is actually nominated to be flying the aircraft. ECAM/EICAS just know that you're having a meal....

Ensure that any meals and drinks are passed up outboard of the crew seats. Nothing is to be passed over the console. A drink poured on an FMC, or a tray dropped on one, is an expensive mistake to explain to the fleet manager.

Don't eat the boss's choice....
 
Do late Oct rosters include early-mid Nov?

I'm on QF10 and QF1 (only between LHR and DXB) on Nov 8/9.
 
harvyk said:
What are the rules for eating / drinking in the coughpit?
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In aviation there are rules for just about everything - we have rules about the type of food you can eat (previous operator banned all seafood, even fish, due risk of food borne illness), time between Captain and first officer eating, the fact that both pilots can't eat the same meal, that a main meal must have been eaten before flying and every X hours during flying and the list goes on...

On short haul i eat because i have to, not to enjoy it... We either wolf our food down in 5 minutes on a turnaround, or wolf it down airborne (and Murphy's Law says that it is served at about Top of Descent when there is no time to eat anyway). I can't say that i ever enjoy eating in the plane.
 
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Yes, the certification of Cat 2 ops (low visibility) requires the pilot's eyes to be within a specified 'box' according to the manufacturer. So in such instances, you align yourself so that you can see the required alignment points when sitting upright. Compared to normal, it feels quite high and a long way forward.
 
A question for Boris s...How many sectors would you fly on a typical day ? Obviously this would depend on destinations but do you always return to the departure point or do you frequently end up in a hotel ?
 
Major said:
A question for Boris s...How many sectors would you fly on a typical day ? Obviously this would depend on destinations but do you always return to the departure point or do you frequently end up in a hotel ?
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It varies substantially - somedays 2, some 4, the occasional 5. Some of our 4 sector days are pretty close to maximum duty hours.

I generally get a few overnights a month where i end up in a hotel - but i don't bid for overnights. Some pilots bid for them and end up with over 10 a month (generally the guys who commute and whose family are elsewhere in the country).
 
Boris spatsky said:
Yes, the certification of Cat 2 ops (low visibility) requires the pilot's eyes to be within a specified 'box' according to the manufacturer. So in such instances, you align yourself so that you can see the required alignment points when sitting upright. Compared to normal, it feels quite high and a long way forward.
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Some difference between operations here.

The eye position for CAT II/III ops is critical for Captains, but much less so for FOs. Basically because the Captain is looking outside, and the FO is looking at the instruments. And, whilst the position that the manufacturers want seems quite forward, you rapidly become used to it.
 
At the top of descent do you ask for a particular FL or are you allocated one by ATC ?

What increments would you request or be given and approx how many times would you talk to ATC regarding different FL's during the descent ?
 
Major said:
At the top of descent do you ask for a particular FL or are you allocated one by ATC ?

What increments would you request or be given and approx how many times would you talk to ATC regarding different FL's during the descent ?
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ATC have total control of the way the descent is managed, and it varies just about every time. Sometimes, you are simply told to make the XYZ arrival, which includes altitude steps, so almost nothing will need to be said in either direction. But, the vast majority of times, a descent will consist of many steps. Going into Sydney, I'd guess at around 5 or so. London may have only 3 to the Lambourne holding point, but from that spot onwards there could be another 10.

Size? Anywhere from 20,000 plus, down to 1,000'.
 
Boris spatsky said:
On short haul i eat because i have to, not to enjoy it... We either wolf our food down in 5 minutes on a turnaround, or wolf it down airborne (and Murphy's Law says that it is served at about Top of Descent when there is no time to eat anyway). I can't say that i ever enjoy eating in the plane.
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What are the rules, if any, regarding brown bagging it (bringing your own)? Or is this not a practical option?
 

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