Ask The Pilot

[QF WP]

Presumably you are both in a private hotel room on NYE after a few drinks, so just one question, which young lady (or guy) took this photo?

Actually, this photo was taken in HKG a day later, in the hotel opposite the Noonday Gun at Causeway Bay. We were a little too inebriated to take photos in SIN.

The camera we had took it - using a timer

 

[QF WP]

jb747, a question on retirements. I had a friend who flew BNE/SYD this morning (domestic) and he commented on Facebook:

Just had interesting flight to Sydney. It was pilot's last after 41 years. His wife was in the seat in front of (son) & I and she was visited by all the flight crew during the flight then joined her husband at the door to say good bye to all the passengers.

Where there is a voluntary retirement, do QF and/or the QF Pilots Association put on a Morning Tea/Lunch. Given you are all across the world, do you find out about retirements via email. Assuming you are unable to attend, do you catch up with those you knew in personal time?

 

[NM]

Actually, this photo was taken in HKG a day later, in the hotel opposite the Noonday Gun at Causeway Bay.

I thought the decor looked familiar. That would be The Excelsior Hotel. I have seen many airline crews staying there.

 

[QF WP]

What happens when a pilot fails the annual medical. What is the process for reviewing the decision (if any)?

 

[jb747]

Actually you'll find every person in the world has had the same number of take-offs and landings (apart from those in the air right now, but lets face it, one way or another every plane in the air is going to end up on the ground at some point in the future).

You've left out an entire subset of flights there Harvey. I have a number of friends who have one more take off than landing, and they are not currently airborne. Most were flying Mirage, A4 or Macchi.

Whilst thinking about landings, whats the procedure for getting ATIS information? Is this something which the PNF listens to and relays the information to the PF, or does the PF tune to ATIS (and the PNF monitors ATC) or is there some other system which is used to gather ATIS information (for the big jets)?
Also how far out from the airport is ATIS information gathered, and is it only gathered only once or does one of the pilots keep continuously tuned in, in case ATIS information changes whilst on approach?

ATIS is normally picked up at about 150 nm...just in time to use it in your descent planning. In some places (Oz) ATC will normally advice you if the ATIS changes. Most times you have another listen around half way down the descent. Data linked equipped aircraft (most of the new big ones) can get them at any time. When keeping an eye on the weather, TAFs (forecasts) are used initially. Later on actual reports start to become of interest, but you normally need to be within 2-3 hours before they have validity for your arrival. ATIS near top of descent...

We generally load the FMC very early in the flight. In some scenarios, if you have dual FMC failure, whatever is loaded stays, so there is a benefit to taking a punt on runway choice based upon the forecast.

Also in ATIS information only updated at certain intervals or is it updated whenever a change happens (eg the wind increases \ decreases \ changes direction)

Most places change the ATIS as the weather changes, so it's quite possible to have one that is very old...and equally to see a rapid sequence of updates. Singapore (for instance) only changes it on the hour/half hour.

 

[markis10]

In Australia, there are requirements for an ATIS change mandated into law:

The ATIS should be updated when any of the following conditions are met:

• Approach Changes
• Runway changes
• Operational Info changes
• Windshear status changes
• MET info when conditions change by:

Wind - 10 degrees / 5 knots
QNH - 1 HPA
Temperature - 1 degree C
Cloud - Base changes 200ft / changes descriptor
Visibility - If between 1500M and 10KM, 1KM change. If < 1500M as required.
​

 

[harvyk]

You've left out an entire subset of flights there Harvey. I have a number of friends who have one more take off than landing, and they are not currently airborne. Most were flying Mirage, A4 or Macchi.

True, but they are now on the ground, which I do believe is the definition of landing... Can the plane be used again \ where they inside the plane when they got to the ground is another question...


Just out of interest, what about weather reports enroute? Do you get such things from ATC (or a version of ATIS for cruising aircraft) \ other pilots or over the average long haul (or short haul flight) is the weather radar the only thing which the pilots really rely on? (and the initial weather reports prior to take off, however knowing that weather can change dramatically over 14 odd hours)

 

[jb747]

Where there is a voluntary retirement, do QF and/or the QF Pilots Association put on a Morning Tea/Lunch. Given you are all across the world, do you find out about retirements via email. Assuming you are unable to attend, do you catch up with those you knew in personal time?

It can be surprisingly anonymous. Some people just disappear. The Flight Ops newsletter sometimes updates us on the movements, but with attitude changes in management, that comes and goes at various times. The union has an annual retirement dinner.

I intend just disappearing.

 

[jb747]

What happens when a pilot fails the annual medical. What is the process for reviewing the decision (if any)?

Thankfully I haven't gotten into that situation, but I expect it will be a combination of CASA's nominated specialist, and your own.

 

[jb747]

True, but they are now on the ground, which I do believe is the definition of landing... Can the plane be used again \ where they inside the plane when they got to the ground is another question...

No, Harvey. No pilot would consider landing in a parachute, whilst their aircraft digs a deep hole, to be any form of landing.

Just out of interest, what about weather reports enroute? Do you get such things from ATC (or a version of ATIS for cruising aircraft) \ other pilots or over the average long haul (or short haul flight) is the weather radar the only thing which the pilots really rely on? (and the initial weather reports prior to take off, however knowing that weather can change dramatically over 14 odd hours)

We can listen to weather reports on HF or VHF, plus downlink them via the data link at any time. ATC (with a couple of exceptions), never mention the weather. That's your problem.

 

[anat0l]

I flew on a LH A321 earlier this year in June (in fact, I can pinpoint the aircraft here: Lufthansa D-AISD (Airbus A321 - MSN 1188) (Ex F-WWDD ) | Airfleets aviation) between FRA and ZRH. Very short flight (as it is and especially for a jet).

The part I remember most was the landing in ZRH. We had a lot of turbulence (not smooth at all) as we descended towards ZRH and still a lot of it during final approach. When a plane touches down, normally you hear the engines "turn down" (bad phrase, basically it sounds like they are 'shutting down' before readying to apply reverse thrust), but when we touched down in ZRH, I didn't hear that at all. We touched down with a mighty thump, it kind of felt that the aircraft literally bounced up a bit before it continued to land on the runway. Also, it didn't appear that the plane slowed down at all during descent and even when we touched down, only to of course eventually slow down on the runway with the help of the reverse thrust. I think I might've heard a glass in the galley shatter (it probably didn't, but it was a hard touchdown). If you had a smart alec FA giving the landing PA, they'd probably be wheeling out the joke, "Ladies and gentlemen, we have landed at Zurich. Please remain seated with your seatbelts fastened until the pilot drives our aircraft or whatever we have left of it to the gate..." - it was that hard a touchdown.

I noticed once I was in the terminal in ZRH when I looked outside that the wind appeared very gusty. That might explain the turbulence and possibly the need for the fast landing (i.e. to compensate for wind). Apart from the wind, there was no real inkling of other adverse weather (it didn't rain until some hours later, and the skies appeared mostly clear of cloud cover as we descended).

Can you perhaps comment on why we needed / why the pilot executed what felt like a very hard landing?

I apologise for both the lack of detail as well as the very amateurish descriptions of the experience.

 

[jb747]

The part I remember most was the landing in ZRH. We had a lot of turbulence (not smooth at all) as we descended towards ZRH and still a lot of it during final approach. When a plane touches down, normally you hear the engines "turn down" (bad phrase, basically it sounds like they are 'shutting down' before readying to apply reverse thrust), but when we touched down in ZRH, I didn't hear that at all.

The engines are taken to idle at about 40 feet. Reverse takes a few seconds to be selected and then to actually happen. If the aircraft power were already low prior to selection of idle, then you wouldn't have anything to notice winding down. Low power in gusty conditions, coming into the flare, can also give you the nasty effect of having it literally not flare. In Boeings, it was quite common for power to be added as you came into the flare, but Airbus, with their (more or less) fixed thrust levers makes doing that very hard. In general, I consider the Airbus to be the worst aircraft that I've ever operated in gusty conditions...and the 767 the best.

We touched down with a mighty thump, it kind of felt that the aircraft literally bounced up a bit before it continued to land on the runway. Also, it didn't appear that the plane slowed down at all during descent and even when we touched down, only to of course eventually slow down on the runway with the help of the reverse thrust. I think I might've heard a glass in the galley shatter (it probably didn't, but it was a hard touchdown). If you had a smart alec FA giving the landing PA, they'd probably be wheeling out the joke, "Ladies and gentlemen, we have landed at Zurich. Please remain seated with your seatbelts fastened until the pilot drives our aircraft or whatever we have left of it to the gate..." - it was that hard a touchdown.

Well, it may well have bounced. Really pretty much impossible to say. Speed is normally more or less stable, from about 1500 ft. It's not something that I think you can judge. I sure can't.

Reverse thrust does bugger all with regard to slowing an aircraft. Most of the work is done by the brakes. The most important thing is for the ground spoilers to be extended (so that the brakes can get on with their job).

I noticed once I was in the terminal in ZRH when I looked outside that the wind appeared very gusty. That might explain the turbulence and possibly the need for the fast landing (i.e. to compensate for wind). Apart from the wind, there was no real inkling of other adverse weather (it didn't rain until some hours later, and the skies appeared mostly clear of cloud cover as we descended).

How do you know it was a fast landing? Impressions from the cabin mostly bear no relationship to what is really happening.

Gusty equals turbulence. Plus, the wind on the ground is often dramatically different to what it is above...even as little as a 100 feet can make a dramatic difference.

Can you perhaps comment on why we needed / why the pilot executed what felt like a very hard landing?

Oh, that's easy. He didn't intend that it be hard at all.

 

[medhead]

No, Harvey. No pilot would consider landing in a parachute, whilst their aircraft digs a deep hole, to be any form of landing.

I know my wife's grandfather has one more take off than landing and he didn't even touch ground again in a parachute! Tree and broken back - I assume the Germans gently lifted him down


Sent from my iPhone using Aust Freq Fly app so please excuse the lack of links.

 

[straitman]

What happens when a pilot fails the annual medical. What is the process for reviewing the decision (if any)?

When a pilot cannot fly for a period of time (due medical) they are required to visit a Designated Aviation Medical Examiner (DAME) to get a clearance to fly again.

For something more sinister, like when I had cancer, it is essentially the same process but the DAME does not make the final decision. He does the initial medical and the associated paperwork but the approval is done by the medical people in CASA. They will decide what extra information they need and who needs to supply it. This process can be excruciatingly slow and if you try to push them at all they seem to get slower and less responsive.

As in my case it is possible that subsequently there may be some abnormal requirements on the licence at the time of renewal. I have two of these.

Normally a Class 1 licence is for one year and a Class 2 licence is for two years. Both of mine are for one year.

Also normally the DAME on completing the medical can sign it to extend for a period of time whilst CASA processes the paperwork. In my case the DAME cannot do that and the decision for renewal is wholly made by CASA.

 

[el_rooto]

How heavy does snow have to be in london for you to be stuck there? Its it too heavy at the moment?

 

[Flashback]

How heavy does snow have to be in london for you to be stuck there? Its it too heavy at the moment?

With London? All it needs to do is snow. The whole town collapses when they get 2mm of snow.

 

[el_rooto]

With London? All it needs to do is snow. The whole town collapses when they get 2mm of snow.

What has to happen for flight ops out of heathrow to be affected?

 

[Tortuga]

Hey jb !

I have been flying long haul back and forth between Buenos Aires and Madrid on the A340-600 (not a big fan?) with Iberia. We had some bad weather when we ran into extremely thick cloud that lasted for nearly an hour, what type of cloud is this and what is the reason that clouds cause turbulence? What is the worse type of cloud and weather conditions for an aircraft? Another thing I noticed, we would be flying through cloud experiencing bad turbulence but when I looked out the window I noticed clear sky above, is there a reason a pilot wouldn't choose to increase the altitude to stay out of the clouds? Do you need permission to change altitude or if its more calm the captain can make a decision assuming there is no other air traffic up there? I think we were only cruising at 34,000 feet which is quite low in my experience.

Also had an amazing few of huge lightning storms going off just below us, the plane was weaving left and right trying to avoid all the lightning hotspots, pretty amazing seeing the power of nature from that perspective. I was very happy the captain chose not to take us through any of the lightning areas, he did a great job avoiding them. Is the primary tool the radar? What range is it effective at in predicting weather and turbulence? Thanks

 

[Major]

The ATSB has released their report on the Qantas A333 incident near Learmouth in Oct 2008

Accident: Qantas A333 near Learmonth on Oct 7th 2008, sudden inflight upset injures 74 people on board

From a pilot's point of view, is this a design fault ?

 

[jb747]

How heavy does snow have to be in london for you to be stuck there? Its it too heavy at the moment?

With London? All it needs to do is snow. The whole town collapses when they get 2mm of snow.

What has to happen for flight ops out of heathrow to be affected?

Firstly, apologies for not answering these sooner. Normally I get notification of any new comments on the thread, but not this time.....

There's no snow on the current forecast for London, so if there has been any in the past couple of days, it's old news now. I'll find out first hand in a couple of days...arriving there Xmas morning.

London handles snow appallingly badly. The issues there are not related to how heavy the snow is, but how well prepared the airport is. No decent deicing, and not enough of what there is. All miles from the take off points...which means you can deice at the terminal, but be illegal by the time you get to the runway. I've landed, and taken off in what amounted to blizzards in Frankfurt...all handled with typical efficiency. Heathrow, on the other hand, has the BEST ATC in the world...and it's all wonderful....until you touch down.