Ask The Pilot

[Boris spatsky]

Hi job, what factors do you consider when deciding to offload a PAX bag? How long do you wait after STD? And are offloads less common on International sectors than Dom given passport controls and extra cost of ticket?

I ask because I'm sitting in DRW departures and heard several final calls for QF825. Ground staff then walkes around asking if anyone was travelling to BNE and ~10 mins after scheduled departure ground crew offloaded one bag. 825 eventually pushed back 15min late.

On short haul, most times we are told by ground staff that the bag is being offloaded and we have had no knowledge of this prior to being told. A lot of the time the ground operations are transparent to us. If it gets to 3 minutes before schedule time of departure they will tell us because it will often mean a delay of some sort.

 

[jb747]

Re: Hot days and performance

Is that because for such a short sector the tanks would be empty? I ask because when I calculate power to weight ratios for both the operating empty weight and the MTOW the figures between the 757 and 767 are very similar. In some cases the 757 comes out ahead.

I would expect that the vast majority of 757s were bought with weights, and engines optimised for sectors up to about 3 hours. 767s can be had the same way. But, the particular 767s we're talking about here, were all ex long haul, and generally operate at weights around 60 tonnes below what they were built for. Their engines, on the other hand, as still suited to those heavy weight ops.

 

[jb747]

Hi job, what factors do you consider when deciding to offload a PAX bag? How long do you wait after STD? And are offloads less common on International sectors than Dom given passport controls and extra cost of ticket?

I ask because I'm sitting in DRW departures and heard several final calls for QF825. Ground staff then walkes around asking if anyone was travelling to BNE and ~10 mins after scheduled departure ground crew offloaded one bag. 825 eventually pushed back 15min late.

Domestic and international ops differ. Whilst in Oz, particularly domestic, the ground staff have a fair bit of say. But, overseas, it tends to be more of a shared job (between the local company airport manager) and the crew.

There are no considerations. I will initiate offload immediately that I hear someone is missing. I don't wait until the departure time. We can put it back if they turn up before the door is closed. The few minutes they cost us (especially the ones who go to the duty free on the theory that I have to wait as they have checked luggage), can easily escalate to a major delay if I miss my slot time.

 

[Quickstatus]

When we fly int as a family of 5, I find all the checked baggage tags receipts are in one persons name - usually me and not distributed across all pax in family

Say if I for some reason was unable to fly but the other 4 members of family could fly, which bags are offloaded?

 

[jb747]

When we fly int as a family of 5, I find all the checked baggage tags receipts are in one persons name - usually me and not distributed across all pax in family

Say if I for some reason was unable to fly but the other 4 members of family could fly, which bags are offloaded?

You're heading into security issues. But at first glance...none.

 

[TomVexille]

Re: Hot days and performance

I would expect that the vast majority of 757s were bought with weights, and engines optimised for sectors up to about 3 hours. 767s can be had the same way. But, the particular 767s we're talking about here, were all ex long haul, and generally operate at weights around 60 tonnes below what they were built for. Their engines, on the other hand, as still suited to those heavy weight ops.

But many 757's are used internationally, especially Trans-Atlantic or USA to South America. So would an internationally configured 757 have a similar power to weight as an international 767 then? Obviously would not have the range of the 767. As I understand it the 757's were notoriously overpowered after all.

 

[serfty]

Re: Hot days and performance

The RNZAF has a couple of 752's. (They are multi purpose e.g. left side cargo hatch between doors 1L and 2L.) So the model seems to have some sort of legs. Probably nothing like a 767 though.

 

[Quickstatus]

Re: Hot days and performance

The RNZAF has a couple of 752's. (They are multi purpose e.g. left side cargo hatch between doors 1L and 2L.) So the model seems to have some sort of legs. Probably nothing like a 767 though.

I didnt know the RNZAF has any aircraft!!!

 

[Awesom Andy]

Re: Hot days and performance

According to wiki, the 752 has roughly 2/3 of the engine thrusts of the 763ER. Also, the 752's empty weight is roughly 2/3 of the 763ER. So in such configurations, I guess we would expect similar performances?

 

[Quickstatus]

Re: Hot days and performance

Was looking at some tv show on bush pilots in Alaska. They seem to enjoy their flying as it is more hands on or "freestyle"

I wonder if JB and other pilots yearn for something similar as I can imagine airline companies will not allow any "freestyle" flying on their aircraft?

 

[Avidflyer]

I know a lot of professional pilots enjoy going gliding/ flying light aircraft in their own time.
We have a few members in the different aviation clubs I am a member of.

 

[jb747]

Re: Hot days and performance

According to wiki, the 752 has roughly 2/3 of the engine thrusts of the 763ER. Also, the 752's empty weight is roughly 2/3 of the 763ER. So in such configurations, I guess we would expect similar performances?

Whilst that's true, my take on those numbers is that the 757 is more likely to actually operate at near to those max numbers, whereas a 767 (the QF ones), when operating domestically, is nowhere near them. There's simply no point in paying for heavier weight, and higher performance engines, if you're only going to fly a thousand miles. If you were buying 767s for domestic operations, there would be no reason to pay for weights above around 130,000 kgs or engines above 50,000lb. At weights I'd expect to see, the 767s look to be about 25% better. But, yes, at max, they're certainly similar.

 

[jb747]

Re: Hot days and performance

Was looking at some tv show on bush pilots in Alaska. They seem to enjoy their flying as it is more hands on or "freestyle"

I wonder if JB and other pilots yearn for something similar as I can imagine airline companies will not allow any "freestyle" flying on their aircraft?

I've looked, but nowhere in the books does it say not to have fun. Nor are there particular restrictions on manual flying. There are, of course, many times when it is much smarter to use the autopilots.

Lots of pilots have involvement in light aircraft, or warbird, flying. Some own such aircraft. Some are restoring them. Personally, I have no interest.

 

[mjt57]

Re: Hot days and performance

JB, leave taking.

Do you guys have any sort of leave preference roster for peak times (such as Christmas, school holidays and so on)? Or is that also worked out on seniority?

For example, you might want to attend a function in a month from now. How can you guarantee that you can either get the leave or won't be rostered to fly?

 

[jb747]

Re: Hot days and performance

Do you guys have any sort of leave preference roster for peak times (such as Christmas, school holidays and so on)? Or is that also worked out on seniority?

For example, you might want to attend a function in a month from now. How can you guarantee that you can either get the leave or won't be rostered to fly?

Historically, there has not been a roster for Christmas, and it was allocated purely by seniority. Which meant that the same people had it off year after year. A rotation was introduced a couple of years ago, but it takes no notice of any Christmas prior to 2013... Which means it has no effect on most of us. I will retire having never had leave over Xmas. In fact I think I've worked for about 25 of the past 30.

I cannot guarantee ever getting to any function. I know of one young bloke who was denied a couple of days off for his own wedding.

 

[Princess Fiona]

Re: Hot days and performance

Historically, there has not been a roster foe Christmas, and it was allocated purely by seniority. Which meant that the same people had it off year after year. A rotation was introduced a couple of years ago, but it takes no notice of any Christmas prior to 2013... Which means it has no effect on most of us. I will retire having never had leave over Xmas. In fact I think I 'Ve worked for about 25 of the past 30.

I cannot guarantee ever getting to any function. I know of one young bloke who was denied a couple of days off for his own wedding.

:shock: :!:
I also work in an industry that operates 24/7 365. We cannot take leave over Xmas/NY (except LSL) but I think I'd get to my own wedding !
I guess being a pilot isn't as glamorous as I thought so thankyou to all of you that do it

 

[Quickstatus]

Re: Hot days and performance

Historically, there has not been a roster foe Christmas, and it was allocated purely by seniority. Which meant that the same people had it off year after year. A rotation was introduced a couple of years ago, but it takes no notice of any Christmas prior to 2013... Which means it has no effect on most of us. I will retire having never had leave over Xmas. In fact I think I 'Ve worked for about 25 of the past 30.

I cannot guarantee ever getting to any function. I know of one young bloke who was denied a couple of days off for his own wedding.

Are you able to swop with another pilot?

I can imagine swopping is a bit more involved than just calling in a favour... can you enlighten us on what hoops you need to jump through to effect a swop?.

Related: is there such a position as a part time captain?

 

[mjt57]

Re: Hot days and performance

I will retire having never had leave over Xmas. In fact I think I 'Ve worked for about 25 of the past 30.

Given your seniority (having been a captain since god-knows-when) and if you've never had the holidays off, there must be some captains there who flew with Sir Charles Kingsford-Smith!

 

[jb747]

Re: Hot days and performance

Are you able to swop with another pilot?

I can imagine swopping is a bit more involved than just calling in a favour... can you enlighten us on what hoops you need to jump through to effect a swop?.

Related: is there such a position as a part time captain?

Swapping leave simply entails both pilots dropping a note to scheduling. In practice, I've never heard of anyone giving up Christmas, though it does happen for other leave slots.

Entire trips can be swapped, as can the last sector of any trip.

No such thing as a part time Captain, though there are some circumstances in which a lower divisor than usual is allowed...so I guess that's sort of part time, as it's about 70% of the norm. But, the company can turn it off at any time it likes if it needs extra manpower.

 

[jb747]

Re: Hot days and performance

Given your seniority (having been a captain since god-knows-when) and if you've never had the holidays off, there must be some captains there who flew with Sir Charles Kingsford-Smith!

All I need is a few people who are senior than me, but also younger. They'll basically get the slots, and never give them up in my working lifetime. Sadly there are about 80 people in that position. Those who flew with CKS have all retired (recently).