Ask The Pilot

[jb747]

Hi JB,
Have you ever landed the 380 at an airport without taxiway where you need to backtrack on the runway and do a 180 turn to position for takeoff? I was at NOU the other day watching a 737 and A330 backtracking for takeoff and I wondered how difficult or easy it would be for the 380 to position for takeoff.
I have to say that seeing such a big aircraft back tracking on the runway would remind me of a certain foggy day in Tenerife....

The last time I can recall backtracking anything bigger than a 767 was at Tahiti, quite some years ago. There, and at Noumea, there's a quite clearly marked turn around node. A 380 can be turned, in theory, at Noumea, but it's extremely tight, and I wouldn't like to try it.

 

[flychrisfly]

How are flight crews' hours recorded? Presumably they end up in the scheduling system but do the pilots need to enter their hours into a computer or is it determined from the flights flown and their actual arrival and departure times?

 

[mjt57]

No, JB doesn't get a mention. I'd say it's a generation just ahead, but it's also very largely built around the people who went through the Qantas cadet schemes of the mid-late 1960s. Most of the folks giving their stories are retired (within the last <10 years.)

I'm reading the first book. Started last night.

One of the guys was offered a job as a senior check captain. He took the job. One of the issues that he had to deal with was a group of pilots, about 22 of them, who were on B767 command courses. Only 2 passed. Sounded like a bit of politics at play. The fellow had to work out why these guys all failed, thinking that if 2 failed and 20 passed, is there a problem, but not the other way round.

It doesn't say when, so I don't know if it's before or after (or during) JB's command course.

As for retired, one guy was talking about how Bud Tingwell's brother took early retirement when VDPs were opened up, then after making the decision, regretted it. Another fellow did a similar thing, then decided to go back to work, but unfortunately not with Qantas, thus losing all that seniority, rank and so on.

So, when JB is saying that as he turns 60 he's still got a few years left, don't blame him, really. Keep going as long as possible if you're enjoying the work and are up to it.

 

[defurax]

A 380 can be turned, in theory, at Noumea, but it's extremely tight, and I wouldn't like to try it.

Are there specific markings for various aircraft types at the turning node to help the manoeuvre or you would use the nose camera or a ground engineer?

 

[johnrm]

John Lindsay was one of the few perfect gentlemen of aviation. Probably the most experienced of DCA/CASA Flight Test Officers/Examiners of Airmen of his time. Marvellous skills, teaching ability and personality. Totally unassuming and much loved! (Didn't mind a beer either)!

 

[jb747]

How are flight crews' hours recorded? Presumably they end up in the scheduling system but do the pilots need to enter their hours into a computer or is it determined from the flights flown and their actual arrival and departure times?

The data goes into the scheduling system from the ACARS. Part of the pre and post flight procedure is to complete this entry, with information on who flew the sector, and what sort of approach was flown. The times are loaded automatically. When entered the data is sent, and an acknowledgement is received. If there are any issues, an iPad form can also be sent.

 

[jb747]

I'm reading the first book. Started last night.

One of the guys was offered a job as a senior check captain. He took the job. One of the issues that he had to deal with was a group of pilots, about 22 of them, who were on B767 command courses. Only 2 passed. Sounded like a bit of politics at play. The fellow had to work out why these guys all failed, thinking that if 2 failed and 20 passed, is there a problem, but not the other way round.

Politics. That's a heck of a stab in the dark. The vast majority of those who missed out flew a few more years as FOs, gained more experience, and then completed the training without further issue. This period covered the time when some of the people attempting the course had been in the company for what was, historically, a very short period.

It doesn't say when, so I don't know if it's before or after (or during) JB's command course.

It was just prior to my command training. I took one of the slots that was opened up by the failures.

What was not mentioned was that there were no failures in the following group, even though there had been no change to the training methods. Nor had the rates been all that different to the historical failure rates in the period prior to this patch. So, one course had a 100% failure rate, and the next was 0%, with no change in methods.

 

[medhead]

I've just read a thing on the interwebs that makes a number of claims. But the relevant one here is that the Baikonur Cosmodrome has the only runway in the world specifically built for self landing planes. I am slightly skeptical of this claim, but thought it best to check.

 

[jb747]

I've just read a thing on the interwebs that makes a number of claims. But the relevant one here is that the Baikonur Cosmodrome has the only runway in the world specifically built for self landing planes. I am slightly skeptical of this claim, but thought it best to check.

I can't see how it would be true given that the UK had automatic landings happening back around '68. Certainly well before the advent of Buran anyway. With the slow spread of GLS, any runway with reasonable slope and obstacle clearance could be a candidate now.

Pity Kathmandu doesn't have such a system...

 

[jb747]

Are there specific markings for various aircraft types at the turning node to help the manoeuvre or you would use the nose camera or a ground engineer?

Sorry, missed this.

There's the normal range of guidance, from absolutely nothing, to type specific lines and turning points. Noumea and Tahiti both have a line to follow, whilst Darwin just has a wider section that you do whatever you like with.

If it's so tight that I need a ground engineer, then it's probably too tight, and perhaps a tug would be the best way to do things. Cameras are always used (if you have them), and I suspect you'd be surprised at just how close the nose gets to the edge.

 

[Flying Fox]

If it's so tight that I need a ground engineer, then it's probably too tight, and perhaps a tug would be the best way to do things. Cameras are always used (if you have them), and I suspect you'd be surprised at just how close the nose gets to the edge.

Following on from this. When being towed do you have any control over the aircraft? ie. if you noticed that a wing etc was going to connect with something are you able to use the brakes & steering to make corrections?

In addition, I'm guessing if the towed aircraft does connect with something, blame would fall on the person(s) towing the aircraft and not the crew on-board?

Thanks

 

[jb747]

Following on from this. When being towed do you have any control over the aircraft? ie. if you noticed that a wing etc was going to connect with something are you able to use the brakes & steering to make corrections?

In addition, I'm guessing if the towed aircraft does connect with something, blame would fall on the person(s) towing the aircraft and not the crew on-board?

You're along for the ride. Apart from yelling down the intercom, there is very little you could do. Touching the brakes would probably break the drawbar, and quite likely damage the nose gear. The nose gear steering is locked out.

 

[mjt57]

JB, being endorsed on both the B744 and uber expensive DSLRs, there's an argument already about this particular shot.

https://www.facebook.com/abcnews.au/photos/pcb.10153798326099988/10153798323899988/?type=1&theater

Some are saying that the captain appearing to be popping out of a hatch is Photoshopped. What do think?

 

[jb747]

JB, being endorsed on both the B744 and uber expensive DSLRs, there's an argument already about this particular shot.

https://www.facebook.com/abcnews.au/photos/pcb.10153798326099988/10153798323899988/?type=1&theater

Some are saying that the captain appearing to be popping out of a hatch is Photoshopped. What do think?

It's the SO. Open the hatch (which pulls down into the coughpit) and stand on one of the seats. Great view.

 

[Quickstatus]

It's the SO. Open the hatch (which pulls down into the coughpit) and stand on one of the seats. Great view.

JB, why did the company put 4 pilots into the coughpit of QF7474?. Operational reasons?, Publicity reasons?

 

[jb747]

JB, why did the company put 4 pilots into the coughpit of QF7474?. Operational reasons?, Publicity reasons?

More a case of why not. The extra captain is the Fleet manager (I suggested to him that perhaps HARS could get a display case for him, as he's retiring soon) and was just watching. The SO had been a flying instructor there, and so was familiar with the airfield and area.

 

[mjt57]

(I suggested to him that perhaps HARS could get a display case for him, as he's retiring soon)

So cruel...

Speaking of HARS, is SandyH still involved with it?

 

[ChrisGibbs]

JB747 - speaking of the hatch in the coughpit. I did a jump seat take off and landing on QF10 SIN-MEL back in 1996 on OJA. The tech crew did the LHR-SIN QF 10 sector I was on. I then ran into them when I was staying at the same hotel (Westin Stamford as it was in those days) on the squash courts and got an invite. Prior to the take-off the SO gave me a briefing telling me amongst other things that if we needed to use the hatch to get out that you could get a leg up using a rope ladder (from memory). The skipper also said there was a plaque mounted somewhere in the coughpit commemorating the non stop LHR-SYD flight....

BTW I took my son and a mate of his down from Sydney to Albion Park for the landing of OJA. From a PR perspective for the South Coast Region, HARS and Qantas whomever came up with the idea of gifting OJA to HARS should get a big Bravo Zulu. Maybe the Fleet Air Arm Museum at HMAS Albatross could get one of the 767's back from Victorville?

 

[ChrisGibbs]

JB-747 - I was the newish Sunday evening QF17 744 service from SYD-LAX. The flight path took us up over Hilo climbing to FL390. We got into an unusually lengthy amount of chop with the seatbelt sign being on for around 70 minutes with passengers and crew being seated. The question is when do you go looking for another level to find clearer air? Do the tech crew typically know where the areas of forecast turbulence are? Do they rely on other aircraft at various levels to report the in flight conditions?

Thanks in advance.

 

[Wests Tigers]

NEW QUESTION! (talking about chop, bumps etc)
is there a way of telling what type of wind is causing the chop? There are many different high level bumps, from chop (I assume this to mean the equivalent of driving on a bumpy dirt road), to more of a roller coaster ride, with bigger dips and oos and ahhs.....
Looking forward to some thoughts...