Ask The Pilot

[Tortuga]

Is there a general age/experience trend with the pilots for the 747? Do you know any of your colleagues who were happy to stay with the 747 when the A380 came out?

 

[kermatu]

Sincere apologies if this has been asked and answered before - but is it possible for takeoffs in opposite directions to happen on parallel runways?

The other night I was on the A330 evening QF flight to Auckland from Sydney and we were taxiing down to 34L which we and at least one other aircraft behind us taxied to and took off from. As we were approaching the runway threshold and about to turn left to enter the runway I saw an aircraft take off on on 16L in the opposite direction. It was a prop aircraft.

I am pretty familiar with the airport and confident in what I saw, but it doesn't seem right to me hence my query!

 

[AviatorInsight]

Sincere apologies if this has been asked and answered before - but is it possible for takeoffs in opposite directions to happen on parallel runways?

Yep, what you saw is known as Simultaneous Opposite Direction Parallel Runway Operations (SODPROPS).

 

[jb747]

Is there a general age/experience trend with the pilots for the 747? Do you know any of your colleagues who were happy to stay with the 747 when the A380 came out?

The 747 is an aircraft that for many symbolises the reasons for them becoming airline pilots. There are still plenty of guys who have never had a chance to have command of one who will take that opportunity, even if it’s only for a short time. And there are lots of pilots who, for reasons both real and imagined, want nothing to do with Airbus.

Whilst many took VR when it was offered a few years ago, quite a few of my friends are happily going to see their careers out on the 747.

 

[lastrow]

Please forgive me for branching out in another direction - engine operation.
I would be interested to know the engine speed in rpm during taxi, at takeoff and at cruising level. In an aircraft like the A380 what power (in percentage terms) is used at take off. Is it 100% ? I recall that in early movies the pilot would refer to 'going through the gate' to get the last ounce of power. what might have this meant? Again in old movies, when the throttles (thrust levers) were moved forward for takeoff both the Pilot and F/O placed their hands on the levers and pushed together. Was this actually the case or is it just movie hype?

 

[Boris spatsky]

Please forgive me for branching out in another direction - engine operation.
I would be interested to know the engine speed in rpm during taxi, at takeoff and at cruising level. In an aircraft like the A380 what power (in percentage terms) is used at take off. Is it 100% ? I recall that in early movies the pilot would refer to 'going through the gate' to get the last ounce of power. what might have this meant? Again in old movies, when the throttles (thrust levers) were moved forward for takeoff both the Pilot and F/O placed their hands on the levers and pushed together. Was this actually the case or is it just movie hype?

In the 737 we don't have an engine RPM gauge - only N1 and N2 expressed in percentages. N1 (the low pressure spool or the actual 'fan') apparently gives about 5300 RPM at 100%. The high pressure spool ( the engine core) gives about 15000 RPM at 100%.

On taxi we use about 20% N1 up to 40% (to get moving), takeoff normally 87-95% (because we derate, we don't normally use 100%) and cruise 85-90%. Descent is at idle.

Most jets have 'gates' in the thrust levers. Normal operation is below the gate but emergency is normally through the gate. Likewise, some have different gates for reverse thrust as well.

 

[jb747]

The A380 takes that another step, by having a measure of percentage thrust. We rarely look at the indications for N1, N2, or N3..though they are there, and as usual are shown as percentages.

At idle the engines are producing about 5% thrust. To start the aircraft moving we'll need about 10-12% (breakaway thrust) but then back to idle. Take off can be as low as 67%, and normally tops out at 98%. To get to 100% we need to either turn the bleeds off, or turn on the APU and feed the air con from there. We do that sometimes out of LA.

Climb will be around 85%, increasing to 96% or so at high levels.

At cruise the power (and coincidentally the N1) are at about 85%.

The 380 thrust lever positions are IDLE, CLB, FLEX/MCT, TOGA. Between idle and climb, the thrust levers move normally and that's how you control the engines if the autothrust is not engaged. When the auto thrust is engaged, it will be able to put the power anywhere between idle and max climb thrust. The levers don't move to follow automatic selections. Flex is a take off setting, which will set the engines at the power level selected in the FMCs for the departure. MCT is the same gate, but is used if an engine(s) is shut down, and allows auto thrust setting up to maximum continuous.

TO/GA is a manual setting, used for some take offs, and to initiate a go around. It goes straight to 98%. In most go arounds, you will immediately pull it back one notch (FLEX/MCT) which will engage another mode called SOFT...which is a reduced thrust go around. At clean up altitude, you pull the levers back to CLB, and normally it will transition to climb thrust at that point, and the auto thrust reengages.

 

[lastrow]

Many thanks Boris and jb. I can well understand how you earn your money, to get all this right is quite an act.

 

[kermatu]

Yep, what you saw is known as Simultaneous Opposite Direction Parallel Runway Operations (SODPROPS).

Never knew this was possible. Thanks for the info.

 

[rogerkambah]

Just wondering if anyone can remember a Simultaneous take-off in opposite directions on a single runway? I sort of remember seeing at CBR with Mirages? (a long time ago) but may have dreamt it.

 

[Altair]

Just wondering if anyone can remember a Simultaneous take-off in opposite directions on a single runway? I sort of remember seeing at CBR with Mirages? (a long time ago) but may have dreamt it.

I have seen it many times at WLG when there are very light or next to know winds. WLG is not a very busy airport, especially on the weekend and pilots are given the option to select which direction that suits their destination.
When I had some leisure flights with a friend we were allowed to choose direction as long as we expedited departure, entered the runway near half distance as we did not need the full runway.
I am not certain if I have seen aircraft land from either direction, if I have it may be because I thought the runway had changed directions. Oh I live in the hills overlooking the airport so I do look at the airport quite often.

 

[docjames]

Just wondering if anyone can remember a Simultaneous take-off in opposite directions on a single runway? I sort of remember seeing at CBR with Mirages? (a long time ago) but may have dreamt it.

Not simultaneous (!), but BNE overnight (non-busy) where weather (wind) permits operates northbound departure / southbound arrivals on their main N/S runway.

Runways

In Brisbane, the noise abatement procedures set out that “Reciprocal Runway Operations” is the preferred runway scheme, particularly between 10.00 pm and 6.00 am. When reciprocal operations are in place, all aircraft arrive and depart over Moreton Bay. This is unusual, because generally runways are used in one direction only at any given time, that is, all aircraft land at one end of the runway and take off from the other end. Because reciprocal runway operations require aircraft to take off from the same end that other aircraft are landing to, increased separation between arriving and departing aircraft is required to safely implement this configuration. Therefore reciprocal operations can only occur when the traffic levels are low. If reciprocal operations were used when traffic levels were high it would result in long delays and holding.Another constraint on the use of reciprocal operations is the weather. If the wind conditions are not suitable, and/or if there are thunderstorms in the area or low visibility, reciprocal operations cannot be used.

 

[mannej]

A bit windy coming into PER lately?

https://instagram.com/p/BXpk9ZAg8Rr/

 

[Merino]

I take it from what JB has said previously about crosswind landings this one would have been done by the Captain.

 

[andmiz]

I take it from what JB has said previously about crosswind landings this one would have been done by the Captain.

Clearly done by the Captain. It was a shocker!

 

[mjt57]

Clearly done by the Captain. It was a shocker!

At least it's down, huh? Which plane is it? They all look alike to me, these days.

 

[cambriamarsh]

A bit like WLG is often

 

[jb747]

Clearly done by the Captain. It was a shocker!

The dynamics of it are quite interesting. The wing drop hasn't been caused by too rapid a rudder input.....it's in the wrong direction for that. I'll bet the controls hit both the roll and pitch stops.

 

[jb747]

The dynamics of it are quite interesting. The left wing drop hasn't been caused by too rapid a rudder input.....it's in the wrong direction for that. I'll bet the controls hit both the roll and pitch stops.

The only place where I ever saw a flap 'load relief' warning during an approach.

 

[cambriamarsh]

The only place where I ever saw a flap 'load relief' warning during an approach.

Was that at WLG?