Ask The Pilot

[RooFlyer]

Speaking of lightning ... and apologies if this has been asked before. The Qatar/Airbus A350 dispute I think is not just about the paint job, but also the underlying 'faraday cage' of mesh designed I think to dissipate lightning strike.

If that's correct, what would be the consequences of a lightning strike with, say large sections of the mesh corrupted? Put another way, how much of the cage would have to be corrupted before something bad would happen if the plane was struck by lightning?

 

[Melburnian1]

The 13/8 QF94 arrival into MEL diverted to BNE earlier this morning. Assuming the tech crew are close to running out of hours and their isn’t a 787 crew base in BNE, what are the options here:

- wait for a crew to be pax’d into BNE
- push passengers onto domestic services
- others?

Edit: I see QF94 got away from BNE at 0625 landing into MEL at 0817. It would make sense to assume the same crew continued to MEL. What are the duty time limitations in this case?


View attachment 287816

When I went outside (many kilometres from the airport) at 0600 AEST this morning, there was a slight fog. I'd have thought it'd have to be far more severe to have caused a diversion from Tullamarine.

 

[jb747]

By the looks of things QF94 landed into BNE around 5:30am and was on the ground for less than an hour... Could the curfew in SYD play a part in a decision to backtrack to BNE? As for the reason for the diversion given the diversion was abeam Williamtown and curfew in SYD would it more likely medical or weather related?

Yes, the curfew would definitely affect things. I didn't check the timing, as the 94 was always post curfew in my day. But they can't divert to Sydney before the curfew ends unless they have an emergency.

I don't see where medical comes into this discussion at all. If they'd had a medical issue, then that would have made Sydney available, irrespective of the curfew.

My guess is that there was an expectation that the fog would be removed from the forecast before they reached their decision point. In this case it wasn't, so they had to backtrack to Brisbane. In a situation where you don't expect the improvement, the best tactic would be a much earlier call to divert, so limiting the extra miles (and time) flown.

 

[jb747]

When I went outside (many kilometres from the airport) at 0600 AEST this morning, there was a slight fog. I'd have thought it'd have to be far more severe to have caused a diversion from Tullamarine.

It doesn't matter what it was like at your place. Or at the airport. It could have been totally clear and it would have been irrelevant. The only factor is what the weather report was predicting at the time they approached their decision point. If there was any mention of fog, then they would have to have the fuel reserves to allow them to hold to beyond the predicted time. If they can't do that, then they cannot continue. The fact that we all know the aircraft could land anyway does not make it legal.

 

[jb747]

Speaking of lightning ... and apologies if this has been asked before. The Qatar/Airbus A350 dispute I think is not just about the paint job, but also the underlying 'faraday cage' of mesh designed I think to dissipate lightning strike.

If that's correct, what would be the consequences of a lightning strike with, say large sections of the mesh corrupted? Put another way, how much of the cage would have to be corrupted before something bad would happen if the plane was struck by lightning?

I think Qatar is now scrambling to find excuses. Nobody else who operates the aircraft seems to be having the same issues. My understanding is that the mesh is within the skin, and that the paintwork has nothing to do with it.

 

[Quickstatus]

Was there fog on the SYD/MEL ATIS around 4 am 13/8/22?. AFAIK VIS > 10km around that time. Maybe I’m not reading it correctly.

Does the 787-9 fall into the category that is allowed to arrive within the 0500-0600 shoulder? at SYD?

 

[jb747]

Was there fog on the SYD/MEL ATIS around 4 am 13/8/22?. AFAIK VIS > 10km around that time. Maybe I’m not reading it correctly.

ATIS is also irrelevant. Unless things have changed, the wording is "any probability of fog".

SA	12/08/2022 22:00->	METAR YMML 122200Z 01006KT 9000 MIFG NSC 06/06 Q1013=
SP	12/08/2022 22:00->	SPECI YMML 122200Z 01006KT 9000 MIFG NSC 06/06 Q1013=
SP	12/08/2022 21:30->	SPECI YMML 122130Z 03004KT 6000 MIFG NSC 05/04 Q1012=
SA	12/08/2022 21:30->	METAR YMML 122130Z 03004KT 6000 MIFG NSC 05/04 Q1012=
SA	12/08/2022 21:00->	METAR YMML 122100Z 01007KT 9999 BCFG NSC 06/05 Q1012=
SP	12/08/2022 21:00->	SPECI YMML 122100Z 01007KT 9999 BCFG NSC 06/05 Q1012=
SP	12/08/2022 20:57->	SPECI YMML 122057Z 01007KT 9999 BCFG NSC 05/05 Q1012=
SA	12/08/2022 20:30->	METAR YMML 122030Z 01006KT CAVOK 06/06 Q1012=
SP	12/08/2022 20:21->	SPECI YMML 122021Z 01005KT CAVOK 07/07 Q1012=
SP	12/08/2022 20:07->	SPECI YMML 122007Z 01006KT 7000 3000SW PRFG NSC 06/06 Q1012=
SA	12/08/2022 20:00->	METAR YMML 122000Z 01005KT 4000 BR BCFG NSC 05/05 Q1012=
SP	12/08/2022 20:00->	SPECI YMML 122000Z 01005KT 4000 BR BCFG NSC 05/05 Q1012=
SA	12/08/2022 19:30->	METAR YMML 121930Z 36003KT 4000 BR BCFG NSC 06/06 Q1012=
SP	12/08/2022 19:30->	SPECI YMML 121930Z 36003KT 4000 BR BCFG NSC 06/06 Q1012=
SA	12/08/2022 19:00->	METAR YMML 121900Z 05004KT 1500 BR BCFG NSC 06/05 Q1012=
SP	12/08/2022 19:00->	SPECI YMML 121900Z 05004KT 1500 BR BCFG NSC 06/05 Q1012=
SP	12/08/2022 18:35->	SPECI YMML 121835Z 10001KT 6000 BCFG NSC 06/05 Q1012=

Does the 787-9 fall into the category that is allowed to arrive within the 0500-0600 shoulder? at SYD?

Yes, but those slots are preallocated, so you can't just waltz in.

 

[jb747]

Now here's something I didn't know about. Australian pilots are able to access a US E-3 visa, which allows them to work for US carriers. The same visa also allows their spouse to work. Australians are the only ones with access to this visa. Some CEOs in Oz might find that the pilots they thought they could 'race to the bottom' might have found a much more attractive alternative. The numbers involved could totally denude Oz airlines.

 

[Quickstatus]

Australian pilots are able to access a US E-3 visa

A speciality occupation visa.
Nurses, doctors, engineers, etc etc
About 10,000 cap but that has never been reached.

Nurses in very high demand over there especially those with additional quals like intensive care, surgical etc

Pilots - maybe only suit singles. Unless their spouse also wants to uproot?

 

[flyer89]

Now here's something I didn't know about. Australian pilots are able to access a US E-3 visa, which allows them to work for US carriers. The same visa also allows their spouse to work. Australians are the only ones with access to this visa. Some CEOs in Oz might find that the pilots they thought they could 'race to the bottom' might have found a much more attractive alternative. The numbers involved could totally denude Oz airlines.

Through friends I’ve been told 30 that they know of have left for the states. This doesn’t just include those that weren’t getting any bites at the airline level. It includes people who were already flying for Oz majors. Interesting times….looks like the strip tease has commenced.

 

[jb747]

Through friends I’ve been told 30 that they know of have left for the states. This doesn’t just include those that weren’t getting any bites at the airline level. It includes people who were already flying for Oz majors. Interesting times….looks like the strip tease has commenced.

I got the info from a QF site, and apparently a number of FOs and SOs have bitten. I can think of many worse things than flying a 747-8F. Also ex Cathay (where there were a lot of Aussies) will be very interested. I did hear that Cathay have suddenly realised that they simply do not have the crew needed to fly the aircraft they have stored. The got rid of them, presumably assuming they'd come back on worse terms, and are now in trouble because they aren't coming back, and sadly, management don't know how to fly.

 

[flyer89]

I got the info from a QF site, and apparently a number of FOs and SOs have bitten. I can think of many worse things than flying a 747-8F. Also ex Cathay (where there were a lot of Aussies) will be very interested. I did hear that Cathay have suddenly realised that they simply do not have the crew needed to fly the aircraft they have stored. The got rid of them, presumably assuming they'd come back on worse terms, and are now in trouble because they aren't coming back, and sadly, management don't know how to fly.

I have heard similar. Apparently EK called CX recently and basically told them that 300+ Cathay pilots had applied for EK and EK had every intention of taking almost all of them. Framed as a ‘courtesy’ call…..

 

[AviatorInsight]

Now here's something I didn't know about. Australian pilots are able to access a US E-3 visa, which allows them to work for US carriers. The same visa also allows their spouse to work. Australians are the only ones with access to this visa. Some CEOs in Oz might find that the pilots they thought they could 'race to the bottom' might have found a much more attractive alternative. The numbers involved could totally denude Oz airlines.

There is a mass exodus happening at the moment. Companies like Atlas Air, National, and even Spirit Airlines are taking on Aussie pilots at the moment under the E-3.

 

[Quickstatus]

mass exodus

Is the grass really greener on the other side?

 

[flyer89]

Is the grass really greener on the other side?

Probably in the eye of the beholder but one of the appeals is the time to command. Here, 20+ years, there, often under 12 months (sometimes even less).

 

[Quickstatus]

command

Does left seat time make it easier to transfer to a left seat at another airline?

 

[flyer89]

Does left seat time make it easier to transfer to a left seat at another airline?

It certainly wouldn’t hurt however, most that are taking these gigs don’t have commands at their current outfit. Doesn’t mean they haven’t held commands of some sort in their previous lives but generally not where they are at the moment. When not specifically hiring direct entry captains a lot of airlines like the idea of having you in their ‘system’ for a period of time before taking on the left seat.

 

[AviatorInsight]

Is the grass really greener on the other side?

To a lot of guys yes. Some are motivated by the money (lots more to be made in the US right now), others are looking for a command, some just want to fly a widebody again, and some just want a different lifestyle with large chunks of days off.

I have looked into it and for my situation with where I’m at in my career it’s not worth it. So I’m staying put…for now.

 

[QF WP]

Saw this on Twitter and wondered if many of the pilots here have had the opportunity to perform dual take-offs (as I suppose there aren't that many airports big enough to have parallel runways). What are the concerns with these types of take-offs (GPWS/TCAS etc)

https://twitter.com/x/status/1559744576385998854

 

[QF029]

Now here's something I didn't know about. Australian pilots are able to access a US E-3 visa, which allows them to work for US carriers. The same visa also allows their spouse to work. Australians are the only ones with access to this visa. Some CEOs in Oz might find that the pilots they thought they could 'race to the bottom' might have found a much more attractive alternative. The numbers involved could totally denude Oz airlines.

I used this visa to work in the US for a couple of years. One of the requirements is that you are paid more than the prevailing wage ostensibly so you're not taking jobs from existing workers. That part may be a challenge.