Ask The Pilot

[jb747]

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

Those girls that we have seem to give every bit as good as they get. It is not a "touchy, feely" environment, and if you need that (male or female) you are in the wrong spot. My training partner way back when I did my 747 FO training was QF's third female pilot. She was good, and recently retired as a 747-400 Captain. Jetstar's chief pilot, and QF's 787 chosen 787 manager, are both 'girls'. Flown with both, and they're excellent choices for the jobs.

Differences in pay, i.e. a male in the same role and the same level being paid more than a female equivalent

No difference.

Unmitigated, lack of recognition and/or untreated sexist bullying in the workplace

They get as much recognition, both good and bad, as they deserve. As do the males. There have been the occasional dinosaurs who don't behave properly, but they are rare.

 

[andmiz]

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?

Manufacturers keep airlines regularly updated on common maintenance issues. Unless it's a unique defect, which is submitted to Airbus by SQ and makes it into Airbus publications (such as Engineering Newsletters, In-Service Activity Reports etc), then it's unlikely to be shared amongst the airlines.

Monthly FRACAS report highlights are sent around the airlines however, and data relating to the top drivers impacting on dispatch reliability is readily distributed.

 

[Cruiser Elite]

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.

Manufacturers keep airlines regularly updated on common maintenance issues. Unless it's a unique defect, which is submitted to Airbus by SQ and makes it into Airbus publications (such as Engineering Newsletters, In-Service Activity Reports etc), then it's unlikely to be shared amongst the airlines.

Monthly FRACAS report highlights are sent around the airlines however, and data relating to the top drivers impacting on dispatch reliability is readily distributed.

Thanks so much jb747 and andmiz - it really got me wondering after 833 delayed - in a past life when we were buying heavy trucks and coaches - coughmins were fabulous as were Merc Benz at distributing info down to customers - coughmins in particular. We would receive constant flow of info re maint / break down aversion tips / mech failures on same type motors - GM on the other hand were totally secretive - i would have thought all and any major / minor hiccups would be readily shared in this field.

 

[AVC]

Speaking of CoG limits, cargo aircraft are high wing aircraft. Why don't they do that with all heavy passenger aircraft? Wouldn't that help with a more stable CoG? Or not?

Obviously the engineers have their reasons as to why they design aircraft the way that they do.

Bit of a late reply, but hey, I'm a busy man.

Anyone who has spent any amount of time in over wing aircraft, like the Herc (C130), or Caribou will know that hearing protection is not an option. Having the engines slung under a low-wing model makes a huge difference. Which is why, if I fly whY, I always try to get over the wing root or forward. In the '130, there's no escape from it.

Another consideration is the (military) high wing aircraft have the need to operate on unpaved runways, where you don't really want the intakes close to the ground.

 

[por930]

Bit of a late reply, but hey, I'm a busy man.

Anyone who has spent any amount of time in over wing aircraft, like the Herc (C130), or Caribou will know that hearing protection is not an option. Having the engines slung under a low-wing model makes a huge difference. Which is why, if I fly whY, I always try to get over the wing root or forward. In the '130, there's no escape from it.
Another consideration is the (military) high wing aircraft have the need to operate on unpaved runways, where you don't really want the intakes close to the ground.

I presume the military guys do not worry too much, if at all, about sound insulation...considerably more weight than ear muffs. I remember the old fokker friendship F27 we used to fly between Townsville and Mount Isa in the 60's. A bit of a shrill, even with insulation.

Interesting, Emirates two class A380, has business class behind Economy on the top level, way behind the wing root in the tail of the aircraft. That will be a tad more noisy and wobbly for the J guys. Row 1 in economy will be the previous 1A first class area.

 

[Caversham04]

Interesting, Emirates two class A380, has business class behind Economy on the top level.......... Row 1 in economy will be the previous 1A first class area.

Sounds like my best chance of getting anywhere near first class

 

[VulpesVulpes]

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.

I live very much down the back of the bus - however happen to know the actual answer to this due to my line of work (bean counting). The likes of Air Asia and Garuda can divert to CGK or another Indonesian airport however Australian airlines (VA/JQ/TT) would be expected to go back and divert to an Australian airport (expensive). Makes it hard to do without doing a tech stop in DRW (expensive). Also anyone that has been to DRW knows that its not a place you want to be stuck IRROP (also expensive) if they can't continue to DPS, and GCK isn't desirable to be stuck IRROP either on an Aussie airline. Thus canx flights become a better option (less expensive).

 

[warpspeed]

Jump to Dubai, where you take off for a little local training. Lose the auto thrust, and autopilots won’t engage. Fly manually back for an ILS. Do this exercise for both pilots.

Is losing autopilot a turn around/don't fly event, or can you continue on to your destination without autopilot?

i.e. is autopilot a required/mandatory system for flying heavies and supers?

 

[warpspeed]

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.

How about Adelaide, is that a viable alternative to Melbourne for flights from LAX? I don't think Adelaide has ever had a LAX diversion.

I know it's definitely an alternate for some (e.g. ME/Asia). A few months back Adelaide ended up with 2x A380's on the ground. An Emirates and a Qantas, both diversions from Melbourne due Thunderstorms. In that case from memory the EK came from AKL, and the QF from DXB.

The ground controllers certainly had a bit of "fun" juggling them around. All gates were full or not 380 capable (the daily EK 77W was in one of the 380 capable gates), and the QF (OQD) was at the extra "stairs" stand. The controllers ended up advising the EK 380 to roll the full length of 23 and 'hold' on the extended taxiway, right in front of the viewing area - which caused traffic jams on the road that passes nearby (Adelaide doesn't get many 380's). The EK guys definitely got the short end of the stick as they had to wait down there for some time until the Melbourne weather cleared, and OQD was fuelled and pushed. They shuffled the EK 380 into the stand right after OQD, and they left quite late and ended up in Melbourne about 4-6 hours late.

 

[jb747]

Is losing autopilot a turn around/don't fly event, or can you continue on to your destination without autopilot?

i.e. is autopilot a required/mandatory system for flying heavies and supers?

Most of the airspace these days is RVSM...reduced vertical separation. Not only is an autopilot required for operation in this airspace, but it must be engaged.

 

[jb747]

How about Adelaide, is that a viable alternative to Melbourne for flights from LAX? I don't think Adelaide has ever had a LAX diversion.

It's not likely to either. It's another 400 miles of flying...the arrival fuel figure, even if the aircraft didn't leave the cruise altitude near Melbourne would be close to zero.

 

[DRAirhead]

There is a 'rumour' going around that Jetstar does not adjust the cabin pressure after take-off(until a lot later than other airlines) so that the oxygen levels are low and passengers nod off. Is this true? I know some people who flatly refuse to fly Jetstar because of this reason as it could be potentially dangerous if you are a frequent flyer.
Pretty much everyone I have asked has the same experience with Jetstar(nodding off during take off), but not some other airlines.

 

[opusman]

There is a 'rumour' going around that Jetstar does not adjust the cabin pressure after take-off(until a lot later than other airlines) so that the oxygen levels are low and passengers nod off. Is this true? I know some people who flatly refuse to fly Jetstar because of this reason as it could be potentially dangerous if you are a frequent flyer.
Pretty much everyone I have asked has the same experience with Jetstar(nodding off during take off), but not some other airlines.

If you see the cabin crew wearing portable oxygen masks you'll know it's true.

 

[russ]

There is a 'rumour' going around that Jetstar does not adjust the cabin pressure after take-off(until a lot later than other airlines) so that the oxygen levels are low and passengers nod off. Is this true? I know some people who flatly refuse to fly Jetstar because of this reason as it could be potentially dangerous if you are a frequent flyer.
Pretty much everyone I have asked has the same experience with Jetstar(nodding off during take off), but not some other airlines.

I heard another rumour that Jetstar uses exactly the same cabin pressure as every other operator.

 

[CaviAck]

There is a 'rumour' going around that Jetstar does not adjust the cabin pressure after take-off(until a lot later than other airlines) so that the oxygen levels are low and passengers nod off. Is this true? I know some people who flatly refuse to fly Jetstar because of this reason as it could be potentially dangerous if you are a frequent flyer.
Pretty much everyone I have asked has the same experience with Jetstar(nodding off during take off), but not some other airlines.

I nodded off on QF out of LAX and MEL over the last two days. Does that mean QF are doing the same thing as well? Honestly I think this is extremely far-fetched, not only is the oxygen levels below 10,000ft (I take take off to be the climb from runway to 10,000ft) suitable to maintain consciousness, the pressurization system is automated and designed to maintain a air pressure difference between the cabin and outside below a certain difference depending on plane type due to structural requirements varying between types. This translates to various altitude equivalents and in a jetliner you'll normally won't have a cabin altitude higher than 8000ft (roughly 6000ft if in a 787/A380/A350) at crusing altitude.

A quick read of the wiki article on cabin pressurisation explains how it's done quite nicely to understand on a basic level. Otherwise this discussion here on FlyerTalk Cabin Pressure on the A380 - FlyerTalk Forums has some posters explaining the process as well. But at the end of the day the system is automated and set by the manufacturer to ensure the difference in air pressure between inside the cabin and outside the cabin doesn't go past the structural limits of the air frame. Also Boeing and Airbus have done research into comfort and found 6000ft to be a sweet spot so they've all designed the pressurisation system to maintain that "cabin altitude" at cruising altitude, but between the ground and cruising altitude the "cabin altitude" will be below what it is at cruising altitude, so logically if you were to pass out or be drowsy it would be when the plane is at its highest point rather than during take off.

 

[jb747]

There is a 'rumour' going around that Jetstar does not adjust the cabin pressure after take-off(until a lot later than other airlines) so that the oxygen levels are low and passengers nod off. Is this true? I know some people who flatly refuse to fly Jetstar because of this reason as it could be potentially dangerous if you are a frequent flyer.
Pretty much everyone I have asked has the same experience with Jetstar(nodding off during take off), but not some other airlines.

I thought that being scared would keep them awake.

Seriously...their pressurisation controllers are run in 'automatic'. Just like every other airline. This rumour is RUBBISH.

 

[anat0l]

There is a 'rumour' going around that Jetstar does not adjust the cabin pressure after take-off(until a lot later than other airlines) so that the oxygen levels are low and passengers nod off. Is this true? I know some people who flatly refuse to fly Jetstar because of this reason as it could be potentially dangerous if you are a frequent flyer.
Pretty much everyone I have asked has the same experience with Jetstar(nodding off during take off), but not some other airlines.

I wonder who made up that rumour and why it was conceived. Either some sort of vendetta or something retaliatory or the like, or a cruel LCC related joke (i.e. paying to breathe).

I can't come up with a plausible (at least, right now) explanation as to why your "everyone" seems to be fatigued more on Jetstar compared to other airlines, apart from general anti-Jetstar stuff.

 

[MEL_Traveller]

I can't come up with a plausible (at least, right now) explanation as to why your "everyone" seems to be fatigued more on Jetstar compared to other airlines, apart from general anti-Jetstar stuff.

Apologies for going OT (supposed to be 'ask the pilot') but it's possible Jetstar could have a higher cabin temperature - which could be more conducive to nodding off.

 

[CaviAck]

I wonder who made up that rumour and why it was conceived. Either some sort of vendetta or something retaliatory or the like, or a cruel LCC related joke (i.e. paying to breathe).

I can't come up with a plausible (at least, right now) explanation as to why your "everyone" seems to be fatigued more on Jetstar compared to other airlines, apart from general anti-Jetstar stuff.

Well I can think of one, the number of people and having to deal with the crampness? I don't know how to explain it but I do feel more relaxed on emptier JQ flights and on QF. Perception or expectations of quality? I know I felt like cough on an AF RJ85.

 

[por930]

Well I can think of one, the number of people and having to deal with the crampness? I don't know how to explain it but I do feel more relaxed on emptier JQ flights and on QF. Perception or expectations of quality? I know I felt like cough on an AF RJ85.

I recall many years ago, friends who were aircrew on the BA 146 (same family as RJ85) said they often had head aches when operating these aircraft and some refused to fly in them. Some aircrews took industrial action. Seems the BA146 had bleed air and pressurisation issues, so, maybe the one you flew in was experiencing similar issues. Refer....www.aph.gov.au/binaries/senate/committee/rrat_ctte/.../report.pdf

That said, the modern airliners like the A380 and the B787 cabin air pressure is set at higher levels, making for a lower cabin altitude setting than earlier aircraft. Maybe it is just coincidence, but my long distance flights in the very quiet A380 (top deck) seem to get me to my destinations, some 22 hours later much better than older aircraft.