- Joined
- Oct 13, 2013
- Posts
- 15,447
SFO (Oakland) isn't the only area control centre for the Pacific, though it does look after the largest chunk. Flying out of Oz, you'll deal with Brisbane, Nadi, Auckland, then SFO. Southern routes might use Tahiti. I don't have a chart, but I think the bottom of the airspace is mostly FL200. Over islands, other airspace may be superimposed to give coverage from ground level, though mostly I expect it's uncontrolled.@jb747 does SFO assume a minimum altitude responsibility for the oceanic crossing ?
Retrained I hope, dismissal sends a very poor signal to the next person who has something go awryWhat happened to these guys? Retrained or dismissed?
Are there many overnight slips in Australian domestic flying or do you always end up back at home base?
There are many reasons why I would never have considered going to the 737...and short trips would be top of the list.
Are there many overnight slips in Australian domestic flying or do you always end up back at home base?
Are there many on the 737 who choose it and the lifestyle or are most considered ‘trapped’?
Are there many on the 737 who choose it and the lifestyle or are most considered ‘trapped’?
jb747 when talking about your previous employer, you once said that you didn't get paid unless you were flying. Was there no retainer at all? That seems like an unusual arrangement.
- the old QF9 MEL-SIN sector, dependent on the track used and prevailing conditions, would track up over Uluru. On multiple occasions the tech crew made it special by banking the wings to gives the passengers on both sides a good view
- the various SYD-LAX flights are particularly boring. Dependent on the track flown the only standout land mass notable from a passenger perspective is Lord Howe Island about 1hour+ out of Sydney then on descent into LAX Santa Catalina Island
- what is now the QF25/26 SYD-HND-SYD sector and what was QF21/22 SYD-NRT-SYD flies over Guam and the equator. Even if you we trying to get some sleep you would know roughly where you where as the belt sign would come more often than not.
- on the old QF2 service from LHR into BKK during the daylight part of the flight just past Kathmandu in Nepal would give you a great view of Mt Everest and up into Tibet.
- on one of my QF149 SYD-LAX flights i recall we track significantly further to the north (up over Hilo in the Hawaiian Island). About an hour or so out of LAX we got to see an early morning satellite launch out of Vandenburg Base in Southern California
- flying the Canarsie approach into JFK was always exciting.
From a tech crew perspective what are some of the more notable sectors and sights you look out for on what would be just another boring sector....
About the only ones who choose the 737 are either very junior and going there as it's the first type they can get either an FO or command slot on. FO slots on the 380 are mostly people who are easily senior enough to get command on the 737, but they'd prefer to wait as FOs until their seniority will get them a slot on the 330 or 787. Once on the 737, they could well be trapped for a long time. In some restricted circumstances, we've even had 380 SOs go to 737 command.
Basically though, there would have been a substantial group of ex AA pilots who would never have had the seniority to get on to the long haul aircraft, before the age limit ruled them out.
AFF Supporters can remove this and all advertisements
A friend of mine who has been at the airline over a decade recently got a training slot for FO A330 after being on the 737. I also, noticed that the training list included a number of SO’s going directly onto widebody FO positions. One would assume this was at least somewhat strategic on their part and they had been waiting a long time.
As it's a very long time since I needed to be concerned by the freeze period, I've not really taken much notice of it. The last time I had to think about it was in 89/90, when I was looking at a -400 FO slot. At that time it was 18 months, and my maths suggested that a move to the 747-400 as early as possible would unfreeze me for some potential 767 command slots. A number of people who were senior to me, moved later, and when the slots did become available, somewhat unexpectedly, they were frozen, and I wasn't.Is there a 'payback period'? Is it known to the pilots? I.e. if you're over a certain age the company won't get a return from the training investment for international long haul therefore you won't be selected?