You're not missing it at all. Not every SID will put you on the airway. Out of SYD there's a lot of RADAR transitions meaning that once you get to that waypoint on the SID expect to be vectored to cleared route.
I recall JB having a "discussion" with wannabe pilots on Whingepool about this very subject. Hopefully these guys are in the minority.
I don’t know that they’re in the minority overall, but they do tend to be weeded out. Well, they have been in the training systems that have existed thus far. I have my doubts about the future though. If we are talking about the same discussion, there was one group who thought that by flying ONE navigation exercise during basic training, that they would have ‘demonstrated’ their ability sufficiently to be then able to use GPS for any further navexs. Classic case of not knowing what you don’t know.
A couple of examples to consider. I was the FO, and the pilot on duty, when a 747-400, in the middle of the Pacific, decided it would be a good time for ALL of the screens to go blank. I was also flying an A380, when it decided that it would revert to alternate law, and lose all of its automatics. In the case of the 747 the screens recovered, but the 380 didn’t. In both cases, we flew to destination, without waking anybody.
It’s not that they don’t know how to handle it, it’s more a case of, how precise are they?
Well the first thing that went wrong is that whomever shot the video did it in portrait format.
Whilst some try to go on forever, from what was happening before covid, there wasn’t all that much difference between when people were calling it quits. International had crept up to 63, but I expect domestic would be been around 65.
I don’t know that anyone in Oz has achieved that yet, though some have certainly gone close. You really need to be lucky for all of your components to still be working well enough to get past the sims and the medicals. Almost all become the subject of FO stories, which is not good.
It creeps up on you. I hadn’t been to London for about a year, when I did my last flight, and as a special request, it was to London. It knocked me around far worse than I’d expected or remembered. A couple of months after retiring, it was amazing how much better I felt, and how my sleep patterns had settled down. Whilst the night flying components of international flying are obvious, domestic isn’t all that much better. Not only are there red eye flights, but early starts and late stops, as well as long days with numerous sectors, are every bit as bad.JB how forgiving is the old body as time goes on flying full time compared to the younger years!
My roster has basically been replaced with standby days. I’m getting the occasional return flight here and there due to a couple of commuting FOs not being able to do their flights, but essentially yes, it’s all come to a grinding halt…again.
How have other states responded? Presumably they don't want any interaction between Sydney based crew and their own staff....
I have noticed I have been flying with more Sydney based flight crew, but cabin crew are still from all bases. I have been avoiding the crew room and just go straight from the car park to the aircraft avoiding the food court etc.
No we still get paid otherwise they would just keep us on standby with no days off essentially. That’s illegal. But even if I am on standby with no call outs I just get the minimum day’s pay. There’s no extra allowances unless I overnight.
Airbus have a checklist procedure, but I don’t think Boeing do. There are many problems with the whole concept of a night ditching. To have any chance at all, you need to ditch whilst you still have power, as you can’t just let it run into the water out of a glide at a couple of thousand fpm vertically. You’ll have nothing to judge the flare on, so the chances are that that will be miles too high or too late.
Actually, there is and it's quite in depth. It assumes you still have engine power and instructs you to turn the APU off and at touchdown, reduce thrust to idle.
In the 737 checklist it advises not to use the aft entry and service doors as they may be partially submerged, but after impact to open up the flight deck windows. This will ensure no cabin differential pressure exists that will prevent the opening of doors or emergency exits.
I’ve got to go to the fang bosun this morning, but when I get back I’ll dig out what I’ve got on the 767 and 747. I certainly don’t recall a procedural checklist, but that could well be a bit of memory filtering. I‘m certain though, that we never ran one in the sim, though we did go through the AB one.
