Ask The Pilot

[rechoboam]

No, a Fleet Air Arm reunion in Sydney.....

I rarely go to LA. I think the flight I did back there in March was the first for a year.

Thanks. Another question- friend just asked me why MEL-SIN is barely faster if at all compared to say 15 years ago. What's the reason, increased fuel burn at higher speeds?

 

[jb747]

Thanks. Another question- friend just asked me why MEL-SIN is barely faster if at all compared to say 15 years ago. What's the reason, increased fuel burn at higher speeds?

The jets have been flying at between mach .80 and .86 for about the last 50 years....and they still are. The newer jets are no faster than the old.

Mach .88 is about the limit, unless technology changes dramatically. At that point you're into the very rapid drag rise associated with approaching the sound barrier. Whilst the 747-400 has a max speed of .92 mach, it takes maximum continuous thrust just to hold .91, and the fuel flow is horrendous.

 

[harvyk]

I rarely go to LA. I think the flight I did back there in March was the first for a year.

Is there a reason for that? eg just never picked for LA flights, don't want or like doing them, have asked not to do them?

 

[jb747]

Is there a reason for that? eg just never picked for LA flights, don't want or like doing them, have asked not to do them?

Because of the way that the pay system works, they attract a particular group, who do them over and over, so they rarely get back to me.

But, even if they did, I'd still prefer to go elsewhere. Every facet of dealing with the authorities there is unpleasant...and at the end of it all, you're in LA.

 

[ajca]

One question I had quite a bit of time to ponder last night...

Arrived in Melbourne on QF459 last night at about 7:30pm and sat on the tarmac until about 11pm. I wasn't too fussed at all about the delay and the QF staff handled it incredibly well.

The pilots explained that there were no available wide-body gates for us to pull up to.

There were some extraordinary loud, rude Americans sitting in the row behind me that were kicking up a fuss. They were saying "why can't one of the planes on the gates just move?" and "why can't we just get some stairs to pull up to the plane?"

I understand why the stairs weren't an option - we were probably 2km away from the terminal and you can't have passengers wandering around the runways.

But I was wondering why it wouldn't be possible to move one the planes on the gates in order to free it up? I am guessing there were a couple of Sydney-bound 767s waiting to see if the curfew would be lifted, but couldn't these back away from the gate and park somewhere else while they wait?

 

[jb747]

One question I had quite a bit of time to ponder last night...

Arrived in Melbourne on QF459 last night at about 7:30pm and sat on the tarmac until about 11pm. I wasn't too fussed at all about the delay and the QF staff handled it incredibly well.

The pilots explained that there were no available wide-body gates for us to pull up to.

There were some extraordinary loud, rude Americans sitting in the row behind me that were kicking up a fuss. They were saying "why can't one of the planes on the gates just move?" and "why can't we just get some stairs to pull up to the plane?"

I understand why the stairs weren't an option - we were probably 2km away from the terminal and you can't have passengers wandering around the runways.

But I was wondering why it wouldn't be possible to move one the planes on the gates in order to free it up? I am guessing there were a couple of Sydney-bound 767s waiting to see if the curfew would be lifted, but couldn't these back away from the gate and park somewhere else while they wait?

I answered this in another thread...the problem would have been the pretty much non stop lightning. The ground crew will not approach an aircraft at all if there is any lightning within about 5 kms of the field. So, aircraft cannot park, or push back or be loaded/unloaded.

 

[ajca]

I answered this in another thread...the problem would have been the pretty much non stop lightning. The ground crew will not approach an aircraft at all if there is any lightning within about 5 kms of the field. So, aircraft cannot park, or push back or be loaded/unloaded.

Thanks JB - sorry I missed that. As always your insight is fascinating and most appreciated!

 

[QF WP]

*bump* you might have missed this one jb747

jb747, my neighbour has just been made a Training Captain for Pacific Blue (he's based in Auckland ATM so a bit of deadheading BNE/AKL and vv).

Generally speaking, what does the role entail? It conjours up images of Internal Audit with the TC watching the conduct of the operating Captain & FO. What would be the procedure if he saw improper actions (writing them up in his report) and does he have the ability to take over the aircraft in the case of gross misconduct that may put the aircraft at risk of a crash or similar?

Interestingly, he married a FA...

 

[Flying Fox]

New question about aircraft tugs. I have noticed three types -

1. Tug that pushes/pulls from the nose wheel using a bar.

2. Tug that pushes/pulls from the nose wheel by what I assuming is lifting the front wheel.

3. Tug that pushes/pulls from one of the main wheels by what I assuming is lifting the selected wheel.

Besides the obvious, what are the advantages/disadvantages of the three types and do pilots care/have a preference for which is used?

Also, I heard someone say that the A380 carries it own tug bar (not sure if that is the correct term) around with it. Fact or fiction?

Thanks in advance.

 

[Jasecoop]

A totally non technical question, as a pilot what % of time are you actually away from home

ps great threat and feedback from jb

 

[jb747]

jb747, my neighbour has just been made a Training Captain for Pacific Blue (he's based in Auckland ATM so a bit of deadheading BNE/AKL and vv). Generally speaking, what does the role entail? It conjours up images of Internal Audit with the TC watching the conduct of the operating Captain & FO. What would be the procedure if he saw improper actions (writing them up in his report) and does he have the ability to take over the aircraft in the case of gross misconduct that may put the aircraft at risk of a crash or similar?

There are four basic roles to be covered. Firstly, there are training captains. They do just that. Training for promotions, type changes, etc. They will sit in either the right or left seat depending upon who they are training. Next there are check captains. They do training, but also check rides. Checks are normally done from a non operating seat (although it may differ amongst airlines). Senior check captains do most of the simulator training, and some of the line training, as well as checks in the aircraft or sim. Audit is a totally different role, in which they will fly as an observer and watch the overall package...aircraft, operations, ATC, training standards. Whatever they happen to think of. They are not necessarily type qualified. When any of them are doing training in the aircraft, they will be the captain, even though they may not be sitting in the left seat. When checking, they aren't actually part of the crew, they are not the captain, and have no right to interfere, although I'm sure they know how to yell at you if you manage to scare them. Different rules may well apply elsewere...but basically whilst an aircraft may carry multiple people wearing four stripes, only one is the captain.

 

[jb747]

New question about aircraft tugs. I have noticed three types - 1. Tug that pushes/pulls from the nose wheel using a bar.

Most common sort. Scales up to 380s, and down to lighties.

2. Tug that pushes/pulls from the nose wheel by what I assuming is lifting the front wheel.

Big expensive tugs. They've only just appeared in Oz for the 380. I'd expect they would have better traction because of the weight they are carrying, and they have very good control of the aircraft. No draw bar to break.

3. Tug that pushes/pulls from one of the main wheels by what I assuming is lifting the selected wheel.

Doesn't lift anything. Bit like what people use to move caravans. I guess they're cheap ('cos the only ones I've seen being used were by Jetstar). Gets rid of tug and tug driver, but I'd expect a fairly limited capability, and very poor control of the aircraft.

Besides the obvious, what are the advantages/disadvantages of the three types and do pilots care/have a preference for which is used?

Couldn't care less....

Also, I heard someone say that the A380 carries it own tug bar (not sure if that is the correct term) around with it. Fact or fiction?

Yep. We can reasonably expect that anywhere we might go we'll be able to find a big tug, but nobody has 380 draw bars......

 

[Must...Fly!]

Very interesting I had no idea about the tug bar! Interesting bit of A380 trivia.

Just a note - I have seen DJ using those little, driverless tugs at MEL before (some years ago, mind you).

 

[jb747]

A totally non technical question, as a pilot what % of time are you actually away from home

Varies a lot depending upon what you fly. The big stuff goes a long way, so you amass hours quickly, and often get up to the CASA limits. Two London trips will give you 80% of the legal monthly hours limit. On a full roster, a 747/380 pilot will probably be away for about 60% of the time.

The smaller aircraft will entail a lot more shorter trips, eventually ending up just about as bad as having a real job.

 

[Ewing]

No draw bar to break.

And after an exceptionally interesting thread, here comes my first question.

I'd imagine that this would be a relatively uncommon occurrence, but how often does it happen?

A few months back I was onboard a 737 flying SYD-CBR and we'd just started our pushback. FAs were getting ready for the safety demo when there was a sudden jolt (strong enough to knock one of the FAs over) and the aircraft came to a stop.

I initially thought that we'd hit something, but after a minute or so there was an announcement that the tug bar had "snapped". After a short wait a replacement tug came and we were on our way.

It was the first time in hundreds of flights that this had happened but I found it interesting as up until then I'd never even thought of such a possibility.

 

[Flying Fox]

I'd imagine that this would be a relatively uncommon occurrence, but how often does it happen?

A few months back I was onboard a 737 flying SYD-CBR and we'd just started our pushback. FAs were getting ready for the safety demo when there was a sudden jolt (strong enough to knock one of the FAs over) and the aircraft came to a stop.

I initially thought that we'd hit something, but after a minute or so there was an announcement that the tug bar had "snapped". After a short wait a replacement tug came and we were on our way.

Similar thing has happened to me. We were told that it was a 'pin' of some description on the bar that had broken. I'm sure that it was designed as some specific failure point in such situations. Its a pretty sharp shove though.

 

[jb747]

And after an exceptionally interesting thread, here comes my first question.

I'd imagine that this would be a relatively uncommon occurrence, but how often does it happen?

A few months back I was onboard a 737 flying SYD-CBR and we'd just started our pushback. FAs were getting ready for the safety demo when there was a sudden jolt (strong enough to knock one of the FAs over) and the aircraft came to a stop.

I initially thought that we'd hit something, but after a minute or so there was an announcement that the tug bar had "snapped". After a short wait a replacement tug came and we were on our way.

It was the first time in hundreds of flights that this had happened but I found it interesting as up until then I'd never even thought of such a possibility.

We hear about it happening, but I've never seen in in the best part of 20,000 hours. Apparently in the early days, Singair had one break on a 380, and the aircraft rolled back onto the grass, so it can certainly be pretty embarrassing.

 

[Sprucegoose]

Similar thing has happened to me. We were told that it was a 'pin' of some description on the bar that had broken. I'm sure that it was designed as some specific failure point in such situations. Its a pretty sharp shove though.

Yes it has only happened to me once in 3m miles. The pin thing in syd. Took engineering a short time only to replace.

 

[juddles]

We hear about it happening, but I've never seen in in the best part of 20,000 hours. Apparently in the early days, Singair had one break on a 380, and the aircraft rolled back onto the grass, so it can certainly be pretty embarrassing.

I can just picture someone running around trying to place whatever item came to hand under the wheels to stop it rolling.

 

[Awesom Andy]

I can just picture someone running around trying to place whatever item came to hand under the wheels to stop it rolling.

Yellow pages, anyone?