Ask The Pilot

[jb747]

I found it strange watching Ready For Take-Off, the CSM on an A380 would ring the Captain at seemingly every opportunity to inform him of little things like confiscating sampler bottles of duty free from passengers. Surely the role of the CSM is to handle issues like this and not disturb the tech crew unless a serious situation arises which warrants it (possible diversion due to medical issue or combative passenger etc).

Do you get disturbed from the cabin much and do you mind it?

As most of the airliners that I've flown have an intercom setting on which we can listen to every phone conversation on the aircraft, it's quite easy to keep track of what is going on in the cabin. I do not want the CSM ringing about trivia....though they very rarely do. Once they get past being new to the job, they work out very quickly what the pilots want to know about.

 

[jb747]

OK while here a question what are the pros and cons for the 787...........supposedly the QF is the 789 which is wider,than the 788? More pax comfort but from a pilot view?

The 78-9 is longer, not wider. From a pilot point of view, there probably won't be much difference. It will be a bit like the 767-200/300, we used to jump from one to the other. 200 was a bit different to handle, but the 787 is FBW, so that will probably mask the differences.

Also scientists believe that birds fly with sight that enables them to see things we humans don't see ;actual magnetic fields etc visibly etc .Have you (ESPECIALLY LONG TERM ) Pilots observed a change in bird habits etc?

Mostly we're moving to fast to even notice birds.... I haven't noticed any change in their propensity for running into us though.

 

[jb747]

Is the FMC (Flight Management Computer?) the one where the Capt and FO entered separate figures or incorrect ones which resulted in that tailstrike at MEL a few years back?

The data was entered into the FMCs, but it was never calculated correctly in the first place. They used a laptop for the performance calculation, and the weight they entered was about 100 tonnes in error. If I recall correctly, their procedures at the time did not call for isolated calculation of the data by each pilot. The answers were entered into the FMCs, they (FMCs) did not calculate any of it. We use laptops to perform the calcs (though they are built in to the aircraft). The SOs will check up by doing the numbers on the iPad apps. The iPads often produce slightly different answers to the laptops, but differences should be minor.

If you have three of them, how is data sync'ed between them?

They are on a data bus, and talk to each other. Occasionally you'll see the system will freeze for about 30 seconds, if it decides to resynch the entire system. There are occasionally very slight differences between them...I guess if the difference is more than slight, it will trip a resynch.

 

[Wingin..it]

OK thanks no drastic changes being picked up on radar.

 

[jb747]

OK thanks no drastic changes being picked up on radar.

Our radar doesn't see birds. Doesn't even see other aircraft unless you feel like playing Hornet pilot...and even then it doesn't see them all of the time.

 

[Wingin..it]

Ok I am jumping way ahead then .Thought there was something to detect large flocks or at least at ATC.

I guess the knowledge of migratory patterns is the best defence and keeping bird attractants away from Airports.

Anyway all interesting as bird populations begin to climb and having detection systems that are accurate enough to use and be relevant .

Any majors in this area pilots want to see?Do the motors being quiter now make any difference to birds detecting them in your opinion?Lights flashing alert them etc.

 

[mjt57]

Crikey, life as a QF pilot is getting tough...

Qantas bans pilots having facial hair and wearing backpacks

Not sure about the backpack ban, though...

 

[Simsy85]

JB747 - my partner and I, have been considering buying a light aircraft and getting our private license - any tips or hints?

 

[jb747]

Crikey, life as a QF pilot is getting tough...

Qantas bans pilots having facial hair and wearing backpacks

Not sure about the backpack ban, though...

Discussion about this 'guide' or the uniform is not going to happen in this thread.

As an aside though, and in relation to the reference, many of the world's military allow the wearing of beards by fighter pilots, and they're wearing their masks all of the time.

 

[jb747]

JB747 - my partner and I, have been considering buying a light aircraft and getting our private license - any tips or hints?

Get your licences first. Amass some hours. Then think about aircraft.

You won't have any idea of what you can do or handle, or what you need, until you have some experience. Until then it would be a case of not knowing what you don't know.

 

[flyingfan]

Waiting to take off at SYD recently I was on an aircraft that was taxiing to take off from 34L. Looking over I could see other aircraft also waiting at other entrances to 34L to take off. Obviously if it was one queue than the takeoff order would be clear but there are several entrances for the aircraft to get onto the runway (and some aircraft need less of a running start).
How does ATC decide in which order aircraft get to take off - is it dictated from when they are still at the gate and getting some kind of clearance? Does ATC consider the size of the aircraft, wake turbulence etc?

 

[jb747]

How does ATC decide in which order aircraft get to take off - is it dictated from when they are still at the gate and getting some kind of clearance? Does ATC consider the size of the aircraft, wake turbulence etc?

ATC need to consider lots of things, some of which aren't all that obvious.

Aircraft departing leave tower control within a few seconds of becoming airborne. Departures must be in a position to accept them, and this may vary with aircraft heading in different directions.

As we taxi out, we'll eventually call the tower, and tell them 'ready'. Until we call ready, ATC won't put us on to the runway. If an aircraft behind calls first, and hasn't passed all of the runway entries, it might be possible to put him out first. Generally the pilots' procedures take much the same time, irrespective of aircraft type, but the larger cabins (or PAs with more languages) will take longer to be ready. The cabin being prepared is obviously something the pilots need before we can call 'ready'.

Wake turbulence delays is a major consideration. The gap required by a 737 following a 380 will be substantially longer than 737 following 320, or 380 following 380. It can be more efficient to have a bunch of 737/320s go from an intermediate taxiway before letting heavies and super heavies go from longer positions.

 

[TheRealTMA]

ATC need to consider lots of things, some of which aren't all that obvious.

Aircraft departing leave tower control within a few seconds of becoming airborne. Departures must be in a position to accept them, and this may vary with aircraft heading in different directions.

As we taxi out, we'll eventually call the tower, and tell them 'ready'. Until we call ready, ATC won't put us on to the runway. If an aircraft behind calls first, and hasn't passed all of the runway entries, it might be possible to put him out first. Generally the pilots' procedures take much the same time, irrespective of aircraft type, but the larger cabins (or PAs with more languages) will take longer to be ready. The cabin being prepared is obviously something the pilots need before we can call 'ready'.

Wake turbulence delays is a major consideration. The gap required by a 737 following a 380 will be substantially longer than 737 following 320, or 380 following 380. It can be more efficient to have a bunch of 737/320s go from an intermediate taxiway before letting heavies and super heavies go from longer positions.

Ah that explains one thing I have observed where our 380 has essentially been delayed while smaller aircraft effectively queue jumped us in the takeoff priority. Makes sense that it's more efficient for ATC to have a group of smaller aircraft takeoff in less time I assume.

 

[RooFlyer]

The 737 of one of the US election VP candidates ran off the end of the runway at LaGuardia and was helped to stop by Engineered Material Arresting System 'crumpling concrete' at the end. Lots of good pics here.

I wonder if pilots here know how the 'activation' and therefore degradation of the EMAS, as shown in some of the pics, affects subsequent runway ops? Might there be FAA regs now saying that it has to be fully operational (repaired) to allow certain types of landings?

Any opinions about EMAS in general and whether it is going to be deployed anywhere in Australia?

 

[mjt57]

Discussion about this 'guide' or the uniform is not going to happen in this thread.

Fair enough. I was more curious about why the wearing of backpacks by flight crew would be an issue. The discussion on the radio was more about how passengers wearing them on board can be a hazard to others when they swing around, etc..

 

[moa999]

I'd say its all about the 'look' - management wants pilots to look professional to uphold the airline image.

Moustaches, backpacks and I suspect things like visible tattoos frowned upon.

To be honest I couldn't care if my pilot was wearing a onesie so long as they are well trained, well rested and ready for the flight.

 

[jb747]

The 737 of one of the US election VP candidates ran off the end of the runway at LaGuardia and was helped to stop by Engineered Material Arresting System 'crumpling concrete' at the end. Lots of good pics here.

I wonder if pilots here know how the 'activation' and therefore degradation of the EMAS, as shown in some of the pics, affects subsequent runway ops? Might there be FAA regs now saying that it has to be fully operational (repaired) to allow certain types of landings?

Any opinions about EMAS in general and whether it is going to be deployed anywhere in Australia?

I know of the system, but I don't know anything about it. I don't think it exists on any runways that I operate to.

 

[Foreigner]

Eastern Air Lines, no longer in existence, had plane crash in Bolivia in 1985.

There's no plausible explanation why it crashed.

The following link has background and info relating to last expedition to find answers:

http://www.outsideonline.com/2126426/what-happened-eastern-airlines-flight-980

 

[jb747]

Eastern Air Lines, no longer in existence, had plane crash in Bolivia in 1985.

There's no plausible explanation why it crashed.

Of course there is, and it says it in the article.

On the one hand you have a conspiracy theory, and on the other the likihood of mistakenly flying into a mountain. Even aircraft with much better technology have managed this...look at American Airlines 965.

 

[Quickstatus]

Medical emergency question:

If someone in cabin is requiring CPR and the seat belt sign comes on for landing, should CPR contnue?