Ask The Pilot

[Quickstatus]

JB,
How are passenger luggage stored in the aircraft hold of the big jets - in those big tin cans, or loose.

In another " Your questions " thread a question was asked about 2 wheeler vs spinner luggage. I have been told that baggage handlers prefer the spinners as they can roll the bag on its 4 wheels to the back of the hold without walking it back

I am looking to purchase both a medium size suitcase (around 71cm type size, or 150cm total dimensions) and a wheelaboard/carry-on bag (55cm or 115cm total dimensions) that I can use as carry-on or checked as needed.


I have always used 2-wheel "upright" type bags (boith for larger checked bags and wheel/carry-on. However, most manufacturers are now concentrating on the 4-wheeled "spinner" type designs.


I understand that the 4-wheel design generally means the space inside the bag is more "open" than with 2-wheel design where the wheels take up space inside the bag. However, I am concerned that the wheels on the 4-wheel spinner cases look vulnerable to breaking off when treated the way airline baggage handlers often treat checked bags. I am also concerned that the small wheel size can make it difficult to navigate uneven or rough surfaces, or high-drag surfaces like carpet.


So should be steer clear of teh 4-0sheel spinners, or am I just stuck in my old-fashioned ways and need to get on-board with current trends and the future of luggage design?

 

[flychrisfly]

Hi pilots
if you see some weather ahead on the radar and receive ATC clearance for, say, an allowed 80nm deviation to get around it, what happens after you've passed the weather and are now 80nm off track? Do you need to return to the track you would have taken without the deviation or can you fly direct to the next way point? What would the (full?) auto pilot do if turned on at that time?
thanks!

 

[jb747]

JB,
How are passenger luggage stored in the aircraft hold of the big jets - in those big tin cans, or loose.

They are normally in the baggage containers. The only things that might be in the bulk hold are those items that have been deemed too big at the gate, and sent downstairs.

In another " Your questions " thread a question was asked about 2 wheeler vs spinner luggage. I have been told that baggage handlers prefer the spinners as they can roll the bag on its 4 wheels to the back of the hold without walking it back

I'd worry about how easy it is for you to deal with. The handlers wheel very little.

 

[jb747]

If you see some weather ahead on the radar and receive ATC clearance for, say, an allowed 80nm deviation to get around it, what happens after you've passed the weather and are now 80nm off track? Do you need to return to the track you would have taken without the deviation or can you fly direct to the next way point?

Most of the time we don't have to rejoin at a particular waypoint. Sometimes ATC will tell us to track direct to a spot once clear of weather, but that tends to be a waypoint quite a way down track. Mostly you just point the aircraft for about a 20º intercept.

What would the (full?) auto pilot do if turned on at that time?

The autopilot has many modes. Heading (or track) is just one of the lateral modes. If you've used heading to move the aircraft around weather, once clear, the system will do nothing unless you direct it to. So, you need to point it back towards the track, and you then need to arm NAV (or LNAV in a Boeing). Once within a couple of miles, it will capture the planned track, and turn back onto it.

 

[QF WP]

Regarding the QF2 diversion to PER this morning (commentary),I presume that given there are no QF A380 crew available in PER, they had an option to deadhead relief crew over but chose not to take it (and fly a 744 over instead).

jb747, what are the rules around paxing crew and when they are allowed to operate after arrival??

 

[Himeno]

jb747, what are the rules around paxing crew and when they are allowed to operate after arrival??

My last flight (QF812 MEL-CBR, 3 weeks ago) had 6 cabin crew board and take seats in J. They then operated 3 different flights out of CBR later in the afternoon.

 

[Melburnian1]

It's a problem. On flights over busy airspace there's normally plenty going on to keep you awake, but on long over water flights there is very little activity. We carry extra pilots and so can normally take a break every few hours, but if you really hit a wall, then it's best to make use of some 'controlled rest' and, having made sure the other pilots knows what you are doing, to shut your eyes for 15-20 minutes. It can make a lot of difference.

Notwithstanding that mental agility and physical fitness is important and the latter is presumably regularly assessed by airline company medicos, is there much of a risk from blood clots developing (particularly as crew age) given that you may be sitting in the same seat for hours on end in a relatively restricted space, interrupted only by necessary visits to the 'little room' or official rest breaks taken in more comfortable surroundings?

 

[mjt57]

Notwithstanding that mental agility and physical fitness is important and the latter is presumably regularly assessed by airline company medicos, is there much of a risk from blood clots developing (particularly as crew age) given that you may be sitting in the same seat for hours on end in a relatively restricted space,

I'd be interested in knowing how they also manage their hydration (drinking heaps of water, obviously) and what long term effects, if any, are there on flight crews (tech and cabin) given how arid the environment in which they have to work is.

 

[jb747]

Regarding the QF2 diversion to PER this morning (commentary),I presume that given there are no QF A380 crew available in PER, they had an option to deadhead relief crew over but chose not to take it (and fly a 744 over instead).

jb747, what are the rules around paxing crew and when they are allowed to operate after arrival??

I'm sure that at the time they decided to send a 747, they felt that the 380 wouldn't be flying for a while. The crew who flew it in would have had a very narrow window of time available. A crew could be sent from Sydney, and they could fly back...but you have to make the entire package work...when is the first flight to Perth? Three pilots on the first flight would probably work, as long as the 380 was ready on arrival.

Using a 747 is a safe bet from the scheduling point of view.

 

[jb747]

I'd be interested in knowing how they also manage their hydration (drinking heaps of water, obviously) and what long term effects, if any, are there on flight crews (tech and cabin) given how arid the environment in which they have to work is.

We try to drink a lot of water...which then keeps us old guys awake when we get a break.

 

[jb747]

Notwithstanding that mental agility and physical fitness is important and the latter is presumably regularly assessed by airline company medicos, is there much of a risk from blood clots developing (particularly as crew age) given that you may be sitting in the same seat for hours on end in a relatively restricted space, interrupted only by necessary visits to the 'little room' or official rest breaks taken in more comfortable surroundings?

I've never heard of pilots with this issue, even though we spend many, many hours in the seats. Watching videos that I've taken, it's very noticeable that we all constantly fidget in the seats, and we do have substantial room, and the ability to move the seats in many directions.

 

[Melburnian1]

Great to hear jb, because the 'blood clotting' issue has gone off the radar in terms of public discussion, which always makes me wonder if it was originally at least a bit exaggerated.

 

[markis10]

One less idiot using a laser in QLD

 

[QF WP]

If only there was a laser guided bomb being dropped on their bedroom...

 

[PaulST]

Hi jb, thanks for your input.

I flew to JNB in QF63 a few months ago and I'm curious to know, could a 747 land on antarctica in an emergency?
I believe LAN are replacing their A340s with 787s on the Auckland-Santiago route next year and I must admit I'd feel a little uncomfortable flying such a remote route with only two engines. Or is my concern misplaced?

Thanks.

 

[Himeno]

Hi jb, thanks for your input.

I flew to JNB in QF63 a few months ago and I'm curious to know, could a 747 land on antarctica in an emergency?
I believe LAN are replacing their A340s with 787s on the Auckland-Santiago route next year and I must admit I'd feel a little uncomfortable flying such a remote route with only two engines. Or is my concern misplaced?

Thanks.

List of airports in Antarctica - Wikipedia, the free encyclopedia They should be able to land somewhere...?

 

[anat0l]

List of airports in Antarctica - Wikipedia, the free encyclopedia They should be able to land somewhere...?

Wouldn't there be a few places somewhere along the Pacific that they could land at?

Probably a better chance landing at those places than pack ice / icy fields in Antarctica. Let alone being able to provide some form of aid, fuel, rescue, supplies, etc.

 

[PaulST]

Wouldn't there be a few places somewhere along the Pacific that they could land at?

Probably a better chance landing at those places than pack ice / icy fields in Antarctica. Let alone being able to provide some form of aid, fuel, rescue, supplies, etc.

Here's the route QF63 took when I was on board. Not many islands around. I dare say that the route between Auckland and Santiago would be quite similar (albeit in a different direction.)

 

[anat0l]

Here's the route QF63 took when I was on board. Not many islands around. I dare say that the route between Auckland and Santiago would be quite similar (albeit in a different direction.)

At least with QF63, that is operated with a four engined aircraft (Boeing 747), which gives much more scope (read: distance to reach a diversion airport) than a two engined aircraft.

This explains why in the days of yore when VA operated a Boeing 777 from MEL to JNB, the flight path was a very different route. If I recall correctly, this was part of the reason why the route turned quite unfavourable for VA and hence withdrawal.

Going across the Pacific there are a few more islands in the way. In particular, Easter Island can handle a 767 and likely a 787 as well.

Anyway, I'll stop attempting to put my foot in it and let jb747 give his answer.

 

[jb747]

I flew to JNB in QF63 a few months ago and I'm curious to know, could a 747 land on antarctica in an emergency?

It would basically be a decision to throw the aircraft away, but there seem to be a number of runways that might work...to a degree anyway.

I believe LAN are replacing their A340s with 787s on the Auckland-Santiago route next year and I must admit I'd feel a little uncomfortable flying such a remote route with only two engines. Or is my concern misplaced?

The big twins have very long and proven records now, with very few engine shutdowns in the cruise phase. They always have to remain within reach of an airfield that they can use, and must be able to reach it on one engine. There are probably plenty of other things to worry about other than the number of engines.

This ETOPs requirement, which 747s are not subject to, would most likely mean that the route would not be the same as could be used by the quad.