Ask The Pilot

[jb747]

Is CBR ever considered, or can't that handle a 380 at all, even for a diversion?

Canberra is considered to be an emergency airport only. Lots of things can make it that. Whilst the runway is adequate, taxiways and turns and clearances may not be. Almost certainly no equipment there for the aircraft either.

 

[jb747]

I notice that this article claims that due to an ADS-B fault, all Boeing 787 aircraft flying in Australian airspace are now required to fly below 29,000 feet. Would this be true? I ask as I notice that there are currently numerous 787s flying at higher altitudes than this over Australia.

If the article is indeed correct, I'm wondering why such restrictions would be necessary?

ADS is required for a couple of things. RVSM, reduced vertical separation, has aircraft only 1,000' apart at cruising altitudes above FL290, and separation at the same level may be allowed between aircraft to as little as 30 miles. For ATC to allow and control this, aircraft reporting has to be very accurate. Sudden jumps in track can easily show the aircraft as being in conflict with others, and ATC will have to respond.

Looking at FR24, 787s seem to be flying over Australia at their normal levels (as they were coming in from the Pacific the other day), so I expect that any restrictions are simply that the aircraft are no longer considered RVSM and reduced separation capable, and have the old standards applied to them.

 

[jb747]

The bigger problem with CBR, as far as a diverting international flight, would be customs related, as was shown by the UA 777 diversion a few months ago.

That's only a problem if you terminate the flight, and try to disembark the passengers. In most diversions, you grab some more fuel, and are on your way again within the hour.

 

[moa999]

That's only a problem if you terminate the flight, and try to disembark the passengers. In most diversions, you grab some more fuel, and are on your way again within the hour.

Which I guess is only an issue if crew are out of hours or technical problems. Presumably QF could drive a widebody crew to CBR fairly quickly if issues at SYD

 

[k_sheep]

Perhaps we should just ban everything with wheels. I'm sure bags would be lighter if they had to be carried!

Yes please! And require bags be lifted over your head before being allowed to be checked in!

I can do a week with carry on including all electronics, clothes etc in 5kg backpack so no excuses.

Back on topic, thanks for all the input jb. Very interesting stuff.

 

[TomVexille]

Perhaps we should just ban everything with wheels. I'm sure bags would be lighter if they had to be carried!

Yes please! And require bags be lifted over your head before being allowed to be checked in!

I can do a week with carry on including all electronics, clothes etc in 5kg backpack so no excuses.

Back on topic, thanks for all the input jb. Very interesting stuff.

I sorta agree to an extent. However since getting a new carry-on with wheels, I have room for far less than I used to carry.

My old duffel bag that has been around the world a few times as my carry-on, I easily had at least 9-12kg in. My new bad with wheels, I struggle to get 7 kg in.

I'm an example of the absolute opposite. I've been forced to get lighter since I gained wheels.

 

[iRobbo]

I notice that this article claims that due to an ADS-B fault, all Boeing 787 aircraft flying in Australian airspace are now required to fly below 29,000 feet. Would this be true? I ask as I notice that there are currently numerous 787s flying at higher altitudes than this over Australia.

If the article is indeed correct, I'm wondering why such restrictions would be necessary?

There was a new mandate for Australian ADS-B airspace (above FL290) earlier this month. I think previously it allowed some exemptions to operate in the airspace whilst giving warning to operators that equipment mandates were coming. ADS-B allows ATC to utilise 5nm horizontal separation (the same as the radar separation standard). There is no instruction (as far as I know) not to allow B787 aircraft in the airspace. Bear in mind with this explanation that my airspace stops at FL180 so I don't really pay attention to (nor am I required to) instructions concerning restrictions and standards in ADS-B airspace

 

[jb747]

Here's an interesting article about decision making. How Pilots Intuitively Make Critical Decisions | Business Aviation content from Aviation Week

Whilst it refers to pilots, it could just as well be applied to controllers, and perhaps many others.

 

[RailFlyer]

W.r.t diversions, it seems a lot (if not all) of your planning and decision making is based on the weather forecasts. I assume the accuracy of these has improved a lot over the years. Was there a time when looking at weather forecasts for Melbourne when leaving LAX was a waste of time (or is it still?). How often do you turn up to land being told the weather will be fine, to find the weather is much worse than predicted?

On a related note, about a year ago I was coming into Melbourne from Auckland on an EK A380 and midway through decent we suddenly entered black group of clouds and the plane dropped a few times for what seemed like 5 mins with severe turbulence (2nd worst I have encountered in 15 years of flying reasonably regularly). After landing (smooth out of the cloud) the pilot came on the PA to apologies for the lack of warning about the turbulence, admitting they "didn't see it coming" or "they weren't warned about it", I can't remember the exact wording they used (maybe a pilot joke?). So even with modern onboard weather radars, forecasts and an otherwise clear day, how often do you get handed weather situations with little to no warning?

 

[Simo]

The amount of luggage I see come into the plane appears to be increased over the years

 

[andmiz]

Here's an interesting article about decision making. How Pilots Intuitively Make Critical Decisions | Business Aviation content from Aviation Week

Whilst it refers to pilots, it could just as well be applied to controllers, and perhaps many others.

'Sources of Power' by the author quoted, Gary Klein is quite an interesting read and recommended.

 

[jb747]

W.r.t diversions, it seems a lot (if not all) of your planning and decision making is based on the weather forecasts. I assume the accuracy of these has improved a lot over the years. Was there a time when looking at weather forecasts for Melbourne when leaving LAX was a waste of time (or is it still?). How often do you turn up to land being told the weather will be fine, to find the weather is much worse than predicted?

I'm sure the forecasting has improved, but it certainly isn't guaranteed. Sometimes it doesn't even accurately reflect the current conditions, much less the future.

With flights that are as long as we do now, the forecasts are often looking over 24 hours ahead. How often is the evening forecast at home a really accurate prediction of what will happen the next day? It gives you an indication of what it will be like, but little more. As flights progress, you pick up 'actuals' for the airports that you're interested in. They can also contain a short term forecast (TTF), which for 2 to 3 hours will override the long term forecast. Often you have to get within that time frame, and pick up a decent TTF, to allow you to continue. To make that happen, you sometimes 'airport crawl' along a flight, getting acceptable weather TTF at various places all with the aim of letting you get to the point at which you have a TTF for destination within the correct time frame and weather.

When you leave LA for Oz, in part you don't care what the weather is like at the end point. You'll be using alternatives along the way to step you towards the destination. If for instance, the Melbourne weather is forecast for (say) fog, and I don't have the required holding/diversion fuel, I mentally make Sydney (or Brisbane/Auckland, etc) my destination. It's only when I'm going to pass the decision point for those places that I need Melbourne to have improved.

On a related note, about a year ago I was coming into Melbourne from Auckland on an EK A380 and midway through decent we suddenly entered black group of clouds and the plane dropped a few times for what seemed like 5 mins with severe turbulence (2nd worst I have encountered in 15 years of flying reasonably regularly). After landing (smooth out of the cloud) the pilot came on the PA to apologies for the lack of warning about the turbulence, admitting they "didn't see it coming" or "they weren't warned about it", I can't remember the exact wording they used (maybe a pilot joke?). So even with modern onboard weather radars, forecasts and an otherwise clear day, how often do you get handed weather situations with little to no warning?

There's often chatter about clear air turbulence, as it can be avoided by a change of altitude.

Black clouds. Nobody warns about them. You're supposed to know how to use the radar.

 

[RAM]

The amount of luggage I see come into the plane appears to be increased over the years

On a round the world trip in 1972 I can positively state that most people only had the airline issued carry-on bags. Such as the light blue shoulder strap Pan Am bag, or the blue or brown or red Qantas (bowling bag), the yellowish UTA bag etc.

Even in the old DC-8s or B707s you could quite comfortably get by people in the aisle if you remembered something left in the seat pocket.

On the return from the UK as a youngster I did take advantage of this and carried on my body weight (wore some jumpers & duffle coat). The toys at Hamleys were just too good, let alone the sweets from M&S.

Who could resist bringing back the UK comics at close to 1/10th the price we paid.

I had no trouble on any of the flights - 2 changes to Sydney - with finding space in the bin above my head. There was space everywhere.

Now you feel like a salmon swimming against the current if you try to negotiate the exiting wheelie bins!

 

[day-heg]

Are there no women on the flight deck?

Well, there's female pilots if that's what you're asking. They aren't a big percentage of the pilot group though.

Just to back up a few pages... there aren't many women on the flight deck, and it isn't changing quickly. A quick look at the course I was on and those immediately preceding and following it show a total of 48 trainees - 3 of whom are female. Of those 48, six (all male) are on the BA scheme, and the remainder are essentially self sponsored. For whatever reason, this career is seemingly not appealing to young women.

The airlines are making efforts to address this - Virgin Atlantic and Monarch have both recently recruited at a 50:50 male:female mix of trainees, but I'd bet my house that that didn't reflect the ratio of applications received. easyJet also launched an initiative to recruit more women to the flight deck in an effort to double the number for female pilots, albeit starting from an extremely low base.

 

[jb747]

Just to back up a few pages... there aren't many women on the flight deck, and it isn't changing quickly. A quick look at the course I was on and those immediately preceding and following it show a total of 48 trainees - 3 of whom are female. Of those 48, six (all male) are on the BA scheme, and the remainder are essentially self sponsored. For whatever reason, this career is seemingly not appealing to young women.

The airlines are making efforts to address this - Virgin Atlantic and Monarch have both recently recruited at a 50:50 male:female mix of trainees, but I'd bet my house that that didn't reflect the ratio of applications received. easyJet also launched an initiative to recruit more women to the flight deck in an effort to double the number for female pilots, albeit starting from an extremely low base.

One would hope that airlines actually take the best recruits, and not choose based on sex. The number of female pilots in QF is low, even though they've had the same entry opportunities for over 30 years. The job just doesn't seem to appeal to many.

 

[Cruiser Elite]

I asked following question in Volcanic Ash thread but not a lot of response:

Learned AFFers - I was at a dinner late Thu night after my return from PVG - the topic of our upcoming flt to DPS was raised as was volcanic ash subject - one dude proferred the theory that GA can vary their flt path due to their ability to fly through Indonesion restricted military air space whereas VA / J* cannot - any truth to this does anybody know? Pilots?

So probably best if I ask the pilots directly.

 

[Cruiser Elite]

jb747 I was on SQ833 Wed Dec 16 ex PVG but bit was delayed 2.5hrs due to mechanical problem - I think the problem was fuel sharing / levelling valve or some such that maintains equal fuel levels in tanks? I think that was the problem - either way when these mechanical problems are experienced airline by airline - clearly they are fed back to Airbus - do Airbus then share a log of the various mechanical problems across ALL airlines using 380s?

 

[anat0l]

One would hope that airlines actually take the best recruits, and not choose based on sex. The number of female pilots in QF is low, even though they've had the same entry opportunities for over 30 years. The job just doesn't seem to appeal to many.

The same goes for many other professions. I don't know if it's just something to do with simply the job is not as appealing to females as males; maybe the apparent proportions of gender in such roles is proportional to the strength or weakness of that appeal.

Certainly in some professions, like engineering, the training - i.e. at university bachelor level - is sometimes incentivised by scholarships to encourage females to take up the profession. (Hitherto this also extends to other 'marginalised' groups, such as indigenous people).

Other factors that would seem to contribute to a large gender gap could include:

• A strong chauvinistic and unchanging culture in the target workplace, including throughout senior ranks, which disadvantage or prejudice females
• Differences in pay, i.e. a male in the same role and the same level being paid more than a female equivalent
• Unmitigated, lack of recognition and/or untreated sexist bullying in the workplace

I would like to think that within the pilot cohort, many of these and others not mentioned are not such problems (I wouldn't believe that female equivalent pilots wouldn't be paid less than males of the exact same position). The way work goes, pilots (at least within Australia) are professional enough and have too much on their hands to start trifling with such matters. In other industries, e.g. resources, the situation is still not clear, in spite of position statements made from senior ranks.

Anyway, not to start this whole topic off here and beyond - we should split these off to a new thread if necessary. But I thought I'd add a little bit to the subthread on jb747's comment.

 

[jb747]

I asked following question in Volcanic Ash thread but not a lot of response:
So probably best if I ask the pilots directly.

I've never been restricted by Indonesian military airspace, and I've flown pretty much all over the place. Interesting idea, but I don't give it much credence.

 

[jb747]

jb747 I was on SQ833 Wed Dec 16 ex PVG but bit was delayed 2.5hrs due to mechanical problem - I think the problem was fuel sharing / levelling valve or some such that maintains equal fuel levels in tanks? I think that was the problem - either way when these mechanical problems are experienced airline by airline - clearly they are fed back to Airbus - do Airbus then share a log of the various mechanical problems across ALL airlines using 380s?

I don't know exactly what Airbus share with the company. I'm sure they get a lot more information than they pass on to me. The pilots' manuals are constantly undergoing change, some of which is driven by other airline experience. I'm sure the same thing happens in engineering.