Ask The Pilot

[Quickstatus]

Do you in CA miss the fun the GA sometimes have?

https://www.facebook.com/video.php?v=1216479921722694

This one too in book face
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[jb747]

The "gates" mentioned above exist for all aircraft. They are generally similar, but not exactly the same.

None of the aircraft will simultaneously slow down, and go down. In the 747 & 767, 210 knots, at 3,000' and 10 miles was fairly comfortable, as long as you had at least flap 5. If you were clean, then you're going to have some trouble. The 380 needs to be a bit slower, around 185 KIAS, and flap 2.

Approaches are regularly cut short, in many cases with no real indication of exactly how many miles you have to run. As a general rule, if it crosses your mind that you might need the gear, then you needed it 30 seconds ago. Drag works best at high speed.

Because speed has a disproportionate effect upon your overall energy state, compared to height, it's almost always best to fix any speed errors before worrying about height.

 

[Boca68]

I have “gates” where I want to be in space. For example, regardless what ATC want, as an absolute maximum I’ll be 250kts at 5000ft (company requirement). At 14nm from the threshold I want to be at flap1 about 210kts. At 10nm I want to be 3000ft on glideslope at 185kts and flap 5. If it isn’t working I’ll dangle the Dunlops early. This creates the most drag and slows the aircraft up well.

Just so long as you don't melt the Michelins

 

[jb747]

Next time I do an external preflight (which is not often), I'll have a look and see just what brand they are.

 

[Quickstatus]

Any further explanation in the industry about the BA square tyre?.

Why didn’t they get Michelin(French) for the Airbus OEM tyres but instead the OEMs are Bridgestones(Japanese)?. Are airlines able to source their own brand of tyres when the OEM tyres need replacing.

 

[jb747]

Any further explanation in the industry about the BA square tyre?.

Like most events, that pretty much immediately disappeared into the forgotten file. Sadly, information is no longer disseminated within airlines to the extent that it was even a few years ago.

Why didn’t they get Michelin(French) for the Airbus OEM tyres but instead the OEMs are Bridgestones(Japanese)?. Are airlines able to source their own brand of tyres when the OEM tyres need replacing.

Are they Bridgstone? I didn't know that. I expect that pretty well everything on an aircraft is optional, and they're probably chosen on the same basis that everyone choses tyres...price. Actually, on that basis, it's a wonder they aren't Cooper.

 

[Flying Fox]

Does it take less time to load bags on an A320 using luggage cans vs a B737 that doesn't use luggage cans?

 

[Quickstatus]

Are they Bridgstone? I didn't know that. I expect that pretty well everything on an aircraft is optional, and they're probably chosen on the same basis that everyone choses tyres...price. Actually, on that basis, it's a wonder they aren't Cooper.

Assuming this is accurate...
http://www.fzt.haw-hamburg.de/pers/Scholz/dglr/hh/text_2008_06_05_LandingGear.pdf

Main gear:
1400x530 R23 40PR Lightweight Radial

Nose:
1270x455 R22 32PR Lightweight Radial

 

[jb747]

If Cooper made aircraft tyres I wonder if they give a km guarantee or maybe number of touchdowns guarantee...

If they did, they're require you to rotate the tyres at a dealer of their choice, after every flight. They'd also include as miles the time spent retracted.

 

[serfty]

FWIW, QF 737's have conveyer belt systems within the belly having a cross section halfway between a narrow U and a wide V.

Handlers refer to them as "Magic Carpets".

Does it take less time to load bags on an A320 using luggage cans vs a B737 that doesn't use luggage cans?

 

[JessicaTam]

[mod hat]
Discussion on (terrestrial) craft has been moved here: So... what car do you guys drive when not flying?
[/mod hat]

 

[Captain Halliday]

I heard today the ATC audio of the EK incident at JFK and was surprised to learn they were warned twice about their altitude. Audio and animation here:

The second warning was 17 seconds after the first, so one can’t assume they ignored the first, but may have been taking action in response.

To our pilots: is it unusual that they would need to be told twice?

Are there circumstances in which an approach can be continued after ATC warns you are too low?

What’s likely to have been happening during that 17 seconds? Might they have considered leveling off or climbing slightly and continuing?

I realise my last question calls for speculation, no worries if you’d rather not answer.

 

[jb747]

I heard today the ATC audio of the EK incident at JFK and was surprised to learn they were warned twice about their altitude. Audio and animation here:

The second warning was 17 seconds after the first, so one can’t assume they ignored the first, but may have been taking action in response.

To our pilots: is it unusual that they would need to be told twice?

What’s likely to have been happening during that 17 seconds? Might they have considered leveling off or climbing slightly and continuing?

If you watch the radar data, he stops the descent immediately, and actually climbs very slightly before the second call, and the decision to go around. I suspect he's trying to salvage the approach.

Are there circumstances in which an approach can be continued after ATC warns you are too low?

It wouldn't seem to be a good idea, but I don't know of any particular rules.

Apparently EK fixed the problem via the usual method. Rumour also has it that it happened a second time a day or two later.

 

[jb747]

On the bottom of the ATC tape for JFK, there's this one... I don't have any context or details for it though.

 

[Melburnian1]

Rostering...By only making the slots available in a place, pilots will either have to move (very unlikely), or become commuters, if they want a promotion. So, it's not a case of just saying you want to go back to Sydney, I'll need a Sydney 380 slot to open up. I'm sufficiently senior that I could probably get one if it happens though.

Are individuals in your line of work able to say 'well I'm happy to do whatever comes up from either SYD or MEL, and not to be nominally 'attached' to either base?'

Surely that might suit someone like you who lives closer to one, but within striking distance (although quickly, only by air, which you said you don't use for standbys) of the other?

I would have thought given the experience the more senior individuals have and the investment they've made in you (and continue to make through refresher training), a company like an airline would find a degree of flexibility from staff refreshing...and potentially a lower cost way to operate.

 

[jb747]

Very occasionally, when they run short, you'll see an SMS for a flight that may not be at your home base. Mostly though, the moves we see take flights from Melbourne, and give them to Sydney. The outcome of an either/or base, could simply be to allow a senior individual to pick the eyes out of the best flying in either base.

Whilst it might throw up a degree of flexibility, it also throws up a degree of confusion. For instance, if I have an overnight in Melbourne or Sydney, they won't want to be providing hotel rooms if they don't have to...so where would they have to. It also throws up some rather cheeky ways of circumventing CASA flight time limits.

They don't care about experience or investment. In relative terms, all 380 Captains would have about the same, and have cost about the same.

 

[Saab34]

Any reason why QF and VA have not opted for the split scimitar winglets on all of the recent deliveries for the 737? A lot of other carriers seem to take the option, and with a lot of medium to longer 737 routes from our two main carriers I thought it would have been taken up, especially from Virgin who are taking the MAX with these fitted. Virgin have taken half dozen or so new 737s in the last half also.

On a side note they are incredibly ugly. Hopefully Airbus doesn’t get any ideas.

 

[jb747]

If either airline ever orders the MAX you'll probably see them. Until then though, I doubt that retrofitting would be cost effective.

I don't think you'll see it on the Airbus. They seem happy enough with the large winglets on the A320 NEO. I wouldn't even be surprised if there is an element of turning a sow's ear into a silk purse, in that the 737 wing design is basically ancient.

 

[Saab34]

Virgin had ordered 40 MAXs arriving from next year.

 

[jb747]

Virgin had ordered 40 MAXs arriving from next year.

And now deferred....