Ask The Pilot

[Mattg]

I've noticed that, particularly out of SYD, the plane would usually turn (towards the destination) almost immediately after takeoff on domestic flights, however on international flights, eg to NZ, the plane would continue on runway heading for nearly 10 minutes before turning towards the east (took off on 25 & 34L another time). These were 737s so same aircraft. Any reasom for this or just a co-incidence?

 

[SenZubEanS]

Slightly different flight this morning. QF 12 was routed via Auckland, so I went over and picked it up there.

Would I be wrong in assuming that something like that would actually be exciting for you, to get a different flight than ones just ex MEL,SYD,SIN or LHR for a change?

 

[jb747]

I've noticed that, particularly out of SYD, the plane would usually turn (towards the destination) almost immediately after takeoff on domestic flights, however on international flights, eg to NZ, the plane would continue on runway heading for nearly 10 minutes before turning towards the east (took off on 25 & 34L another time). These were 737s so same aircraft. Any reasom for this or just a co-incidence?

Everything that is strange and/or inefficient about Sydney arrivals and departures relates to government interference in ATC's functions...

 

[jb747]

Would I be wrong in assuming that something like that would actually be exciting for you, to get a different flight than ones just ex MEL,SYD,SIN or LHR for a change?

A change is as good as a holiday, eh? Certainly not exciting. I've only been to Auckland about a million times. (And having said that, NZ in general is a nice place to visit).

The way the rostering system works, short trips are a real PITA for me. I'd much rather be called out to go to London.

 

[led-zep]

Im a casual observer to this site, but love reading about aviation. Loving this Thread!

Jb,

Do you ever get nervous flying? Has there ever been a moment where you got quite scared that something could go wrong? How often, in reality, do things go wrong (engineering or otherwise) that require you to fix the issue during the flight.

Me personally even after multiple flights i still get quite nervous of something going wrong (i know the stats) but flying will always be something i am afraid of.

Kind Regards.

 

[jb747]

Do you ever get nervous flying?

No, not ever. But I have been known to (once) utter the pilots' prayer..."Don't let me screw this up".

Has there ever been a moment where you got quite scared that something could go wrong?

No. And that was after something had gone wrong. Scared has no place in the coughpit. You just have to do. The buck stops with you...you're aware of that, and have to respond appropriately. There is no room for anything else. You can go to the pub once you're on the ground.

Personality plays a very big part in pilot selection (especially for the military).

How often, in reality, do things go wrong (engineering or otherwise) that require you to fix the issue during the flight.

Minor things go wrong all the time. My job is to simply make them go away. Actually, quite major things could go wrong, and if handled correctly, it's unlikely the passengers would ever know.

Me personally even after multiple flights i still get quite nervous of something going wrong (i know the stats) but flying will always be something i am afraid of.

Well, you most certainly are not alone there. I'd hazard a guess that up to half of all of the passengers don't like being on aircraft. There are courses that can help them, but being removed from all control, in an alien, and perhaps dangerous, environment, is not something that relaxes people.

 

[simongr]

Well, you most certainly are not alone there. I'd hazard a guess that up to half of all of the passengers don't like being on aircraft. There are courses that can help them, but being removed from all control, in an alien, and perhaps dangerous, environment, is not something that relaxes people.

I am certainly in the other half. Given I travel on well respected safe airlines (AA, BA, CX and QF mostly) I have no concerns about something going wrong any more than crossing the road. In fact when I fly I am probably more relaxed than on the ground - I am in a comfortable seat with a glass of champagne in my hand watching TV with "food" being brought to me.

 

[reductionist]

I am certainly in the other half. Given I travel on well respected safe airlines (AA, BA, CX and QF mostly) I have no concerns about something going wrong any more than crossing the road. In fact when I fly I am probably more relaxed than on the ground - I am in a comfortable seat with a glass of champagne in my hand watching TV with "food" being brought to me.

I'm in the aforementioned nervous half.

I have to say that reading this thread has made me feel better about certain things.

Thanks again JB.

 

[markis10]

I've noticed that, particularly out of SYD, the plane would usually turn (towards the destination) almost immediately after takeoff on domestic flights, however on international flights, eg to NZ, the plane would continue on runway heading for nearly 10 minutes before turning towards the east (took off on 25 & 34L another time). These were 737s so same aircraft. Any reasom for this or just a co-incidence?

As already mentioned there is a fair bit of political pressure put on ATC in Sydney at times (even at Bankstown where a certain ex PM had their mother living near the flight path and often made complaints), I would say its just co-incidence in most cases. Generally the aircraft can do anything in terms of track after taking off with the aim to get them on direct/near direct routing by 80 miles from Sydney, which is usually Maitland/NTL if heading north, Katoomba heading west and Marulan or Wollongong heading south. ATC will often anticipate the heavies taking a while to climb and leave them on runway heading which keeps them clear of traffic inbound on descent to SYD from the opposite direction.

 

[Shy180]

Jb747

Many thanks for all your posts. It's been great reading

 

[bossreggie]

I'm in the aforementioned nervous half.

I have to say that reading this thread has made me feel better about certain things.

Thanks again JB.

As mad as it seems. I'm actually a nervous flyer. Like simongr I reduce the risks by only flying with reputable airlines. In the USA I NEVER fly commercial. That was a decision i made before 9-11.

This forum has helped me a lot in overcoming my fear. I still get "butterflies" during moderate to strong turbulence though.

Strangely enough, landing is my favourite part even if we are in weather.


Sent from my iPad using AustFreqFly App

 

[Awesom Andy]

I've actually gotten more nervous after doing some hours in a Cherokee, since, nowadays, I can recognise things such as: this approach is probably waaay too fast...

 

[jb747]

I've actually gotten more nervous after doing some hours in a Cherokee, since, nowadays, I can recognise things such as: this approach is probably waaay too fast...

Compared to your Cherokee, of course it is.

The reality is that you can't. I can't, and I've got almost 20,000 hours.

Airlines, at least reputable ones, operate to quite narrow restrictions on approach speeds. In the A380, I'm allowed +10/-5 knots. Boeing is a couple of knots wider. That's allowed for in the performance data. It's rare to see an approach that is outside of 0/+5 knots.

 

[Duffa]

Compared to your Cherokee, of course it is.

The reality is that you can't. In the A380, I'm allowed +10/-5 knots.

I think he may be referring to ground speed as opposed to IAS. Landing with a 5 knot tailwind compared with a 35 knot headwind will certainly give a greater ground speed as you cross the threshold, the impression of which is magnified significantly by only being able to stare out a side window!!
Lucky you up the front and looking ahead!!

 

[Awesom Andy]

Actually, it's more about flying on very small aircrafts in regions where safety may not be of their primary concern...

 

[medhead]

I've flown to FRA a couple of times recently and have followed the flight map closely over Afghanistan. I've noticed variable and unexpected paths, for example tracking kinda straight over the sub continent and then dog legging sort south-west over Afghanistan, avoiding say kabul, only to end up almost back on the same track on the other side of that country. Obviously, there are many vagaries with the in flight map thing, hence my fluffy description.

But do you get directed to fly on different routes over, say, Afghanistan. Do you get directed by military controllers/AWACS/those airborne tactical controllers or is it all routine with local ATC in control?

Sorry that this sounds like a vague question, hope it makes some sense.

 

[nlagalle]

I think he may be referring to ground speed as opposed to IAS. Landing with a 5 knot tailwind compared with a 35 knot headwind will certainly give a greater ground speed as you cross the threshold, the impression of which is magnified significantly by only being able to stare out a side window!!
Lucky you up the front and looking ahead!!

I can't remember the time I landed with a tailwind!

 

[jb747]

I think he may be referring to ground speed as opposed to IAS. Landing with a 5 knot tailwind compared with a 35 knot headwind will certainly give a greater ground speed as you cross the threshold, the impression of which is magnified significantly by only being able to stare out a side window!!

The 380's speed range on finals, at weights you're likely to see, gives a relatively minor variation. From the max landing weight down to what we normally land at, is only about 5 knots. In gusty conditions we can adjust the speed upwards slightly. The aircraft itself then increases the target airspeed in gusty conditions.

The give away for airspeed (not groundspeed) when you're looking out your side window, is the aircraft attitude. As the speed is increased, the attitude is noticeably lower.

 

[jb747]

I can't remember the time I landed with a tailwind!

Into Sydney on Sunday morning......

 

[jb747]

I've flown to FRA a couple of times recently and have followed the flight map closely over Afghanistan. I've noticed variable and unexpected paths, for example tracking kinda straight over the sub continent and then dog legging sort south-west over Afghanistan, avoiding say kabul, only to end up almost back on the same track on the other side of that country. Obviously, there are many vagaries with the in flight map thing, hence my fluffy description.

But do you get directed to fly on different routes over, say, Afghanistan. Do you get directed by military controllers/AWACS/those airborne tactical controllers or is it all routine with local ATC in control?

Sorry that this sounds like a vague question, hope it makes some sense.

There are a number of paths that are in use for the flights up to Europe. There are routes that go directly over Kabul and then exit up towards Uzbekistan. Most go over Turkmenistan. There were a couple that headed over Iran, but they aren't being used by most western airlines at the moment. To the south, you could fly over Dubai, and then up over either Bagdad, or Cyprus.

The route you'll fly is mostly selected at the flight planning stage, and is based upon the lowest cost, taking into account weather, fuel, aircraft usage, and overflight charges. Once actually flying, you may be rerouted by the controllers, but that happens before you get to Afghanistan and is normally caused by congestion. You need the aircraft 10 minutes apart, and that isn't always easy to achieve on converging airways. RVSM airspace has just been introduced there, and that has the effect of making a lot more space.