Ask The Pilot

[Sifor]

Probably a codeword like the NATO reporting names.

Scrambling (military) - Wikipedia, the free encyclopedia

 

[straitman]

When listening to movies and documentaries on discovery you quite regularly hear the term from military personnel "scramble an F16"

Where does the term "scramble" come from? Does it relate to eggs, and if so can you have a "hard boiled" F16 or a "soft fried" B52?

The latter is in jest but serious about the "scramble"

Scramble refers to getting the fighters airborne immediately and as quickly as possible.

 

[The Rok]

Right, I understand that. I'm not a total plonker.

Just wondering where it came from!

 

[Harpoon]

Wikipedia wasn't very helpful as to the origin of the word...

The term was used during the Battle of Britain, whenRAF fighter pilots waited on the ground for Chain Home radar observations to detect oncoming enemy aircraft, at which point a telephone call would reach each airfield (part of the Dowding System) and those air crews available would be scrambled.

 

[Sifor]

Maybe the scramble call to aircrew is "scrambled" (ie encrypted)? Eh who knows!

 

[jb747]

I suspect the origins are lost in history somewhere....not really appropriate to airline operations though.

The saying 'kick the tyres, light the fires, brief on guard, and first man airborne is the lead' might be appropriate.

 

[Tortuga]

I have a question regarding captains on domestic/international legs. Is it up to the pilot if they want to fly domestic vs international? I understand they would need training in different aircraft - just wondering if there is a quality/experience/pay difference between domestic captains and international captains? Are there any benefits to choosing one over the other, eg more time at home?? I think you mentioned you nominated to be a A380 captain, and only a select few get the opportunity?

 

[jb747]

I have a question regarding captains on domestic/international legs. Is it up to the pilot if they want to fly domestic vs international?

Within QF, your seniority number gives you the right to bid for slots. Planned slots are advertised a year or so ahead, but there are also the occasional ad hoc ones. Assuming you are otherwise qualified, and actually pass the course (failure rates are sometimes quite substantial), then you'll be promoted. Once you're on an aircraft type you go wherever it happens to go, domestic or international.

A few lines of promotion are restricted. You cannot do A380 or 744 command training if you are an FO (and the same for FO from SO on those aircraft), but must already be a captain on another company type. There is a grading of types (737, 767, A330, 744 and then A380) as well as ranks (SO, FO, Captain), and with a couple of exceptions all bidding must be upwards (i.e. you cannot bid from 737 FO, to 380 SO).

I understand they would need training in different aircraft - just wondering if there is a quality/experience/pay difference between domestic captains and international captains?

Each aircraft attracts its own pay rate. Generally, the more passengers you carry, the more the hourly rate.

Are there any benefits to choosing one over the other, eg more time at home??

International has a bit more time at home, but basically you're jet lagged all of the time (at work and home). Domestically, you get to sleep in you own bed, and see your family. Pick your poison.

I think you mentioned you nominated to be a A380 captain, and only a select few get the opportunity?

I put my hand up for it in the early days (before we had the first aircraft), but even though I was allocated a slot, the company (quite reasonably) wanted Airbus experienced people to be in the initial batch of pilots, so my training was delayed by about a year. I don't know that it's a select few, but there certainly won't ever be a vast number of slots on the aircraft.

 

[Tortuga]

Thanks for the answers JB. What do you think is the most important issue facing the airline industry today - is it safety and lack of training?

Do you have much communication with the engineers who work on the planes and how much trust is there to ensure you get delivered a plane in good working order that will react the way you expect it to? Do you ever question the quality of their work or are the procedures in place so robust you don't need to worry about it?

When a person is looking to move to a higher rank does the company ask for your feedback if you have worked above them? What is the most difficult part of your job?

 

[jb747]

What do you think is the most important issue facing the airline industry today - is it safety and lack of training?

The biggest problem in the aviation industry is management. That's a comment that is valid around the world.

Do you have much communication with the engineers who work on the planes and how much trust is there to ensure you get delivered a plane in good working order that will react the way you expect it to? Do you ever question the quality of their work or are the procedures in place so robust you don't need to worry about it?

I consider the engineers to be very professional.

When a person is looking to move to a higher rank does the company ask for your feedback if you have worked above them?

An avenue exists for me to write up reports upon my crew. As a general rule, I only ever write anything about the 5% at either end. Whether it is read or used as toilet paper, I don't know.

What is the most difficult part of your job?

My job isn't difficult. If I felt it was, then I'd really be in the wrong job.

The sim sessions every couple of months can be interesting though.

 

[oz74]

Hi jb, I'm not sure if this question has been asked before or not, I'm sorry if it has.

I was wondering if you could describe a normal work day for you?

Do you drive to the airport an hour before the flight, whats a normal run of the mill day.

 

[straitman]

I suspect the origins are lost in history somewhere....not really appropriate to airline operations though.

The saying 'kick the tyres, light the fires, brief on guard, and first man airborne is the lead' might be appropriate.

Thanks jb.

I had forgotten that one though I wonder how many understand the 'brief on guard' line :?:

 

[mjt57]

A few lines of promotion are restricted. You cannot do A380 or 744 command training if you are an FO (and the same for FO from SO on those aircraft), but must already be a captain on another company type. There is a grading of types (737, 767, A330, 744 and then A380) as well as ranks (SO, FO, Captain), and with a couple of exceptions all bidding must be upwards (i.e. you cannot bid from 737 FO, to 380 SO).

How does one advance to the left seat when they start at the bottom, assuming that they start as an FO on B737s or an SO on B744s?

 

[jb747]

How does one advance to the left seat when they start at the bottom, assuming that they start as an FO on B737s or an SO on B744s?

You can't start as an FO on the 737 (in QF anyway).

You will initially be an SO on the A330, 744 or 380. As a general rule, type changes are not allowed for SOs (unless they're reducing the fleet numbers as they are doing with the 744).

Next move from there is FO on 737, 767, or 330.

A type change for FOs is allowed, so your 737 FO could go to FO on 767, 330, 744 or 380. He could also bid for Command on 737, 767 or 330.

Once he has that initial command (737/767/330) then he could bid to the 744 or the 380.

A rough and ready way of working out how long you'll be in each rank...the AVERAGE (mythical) bloke will spend time in each rank equal to the proportion of the overall pilot group in that rank. So, if 30% of the pilots are SOs, and the AVERAGE career is 30 years long, then you can look forward to 9 years as an SO. Reduction in fleet size, or increases to the retiring age (as has happened a couple of times in my time) has the effect of dramatically stretching those times out. You basically have to be in the right spot, at the right time, with the right qualifications. Assuming the same aircraft types were to hang around for the next 30 years (or an equivalent), most SOs joining today will never have a chance at command on whatever aircraft is at the top of the tree...

 

[jb747]

I was wondering if you could describe a normal work day for you?

Do you drive to the airport an hour before the flight, whats a normal run of the mill day.

I commute from Melbourne to Sydney. So, the boss drives me to Melbourne airport, and then I pax to Sydney. I leave lots of time for this, and if I'm flying anything other than the 31, will go up the day before.

For a flight starting from Melbourne, I'll have my driver (!) drop me off about 90 minutes prior to departure. Generally I can get the company to email the flight plan and notams to my iPad, so I can look at them in the car (this work is done in my time, and it can make an appreciable difference to departure times....last year's hostility means that many will no longer do so).

Briefing in Melbourne occurs in the domestic offices, and the plans don't normally become available until around 60-70 minute before pushback (my iPad is a faster way of getting them). You need to read/assimilate them, and order the fuel inside of 10 minutes.

Walk out to the aircraft. Negotiation security/customs and the miles of corridor, and you get to the aircraft with about 45 minutes to run. SO normally does the external preflight (non flying pilot otherwise), whilst the flying pilot sets up the coughpit. Procedurally the Airbus is a nightmare, and it takes about 30 minutes to get everything done. And then it's all checked by the other pilot. Performance data is done and compared. A briefing covering what you'll do in both the normal and abnormal cases is carried out. Airways clearance and then checklist. At this point we normally have about 3 minutes remaining...but it's a rare day if all of the passengers are actually on board at that time. Final load sheet is transmitted once all of the cargo doors are closed. If that throws up different weights, or the ATIS has changed, the performance data will be done again.

Taxi out. Blast off.

Normally some form of rotation for who is on duty, which starts around top of climb, and ends about 30 minutes prior to descent.

In the cruise, you keep an eye on the aircraft. It will tell you if things have broken, but often you can see things are on the way out before the computer decides it's an issue (i.e. you can see oil levels dropping before it will reach a point of tripping a caution). Keep the FMC updated with possible '**** happens' alternates. Keep the weather updated for the destination, and anywhere else you might be interested in. Go around weather.

Eventually load up the FMC with the expected arrival. Brief that (and contingencies) about 10 minutes before descent. Land.

Picked up by bus, and taken to hotel. Do it all again the next night, but this time with London as the destination.

And remember that everything is just a plan....and plans rarely happen.

 

[mjt57]

A rough and ready way of working out how long you'll be in each rank...the AVERAGE (mythical) bloke will spend time in each rank equal to the proportion of the overall pilot group in that rank. So, if 30% of the pilots are SOs, and the AVERAGE career is 30 years long, then you can look forward to 9 years as an SO.

Wow.

So, theoretically, a RAAF pilot with command in the VIP fleet (737s), could come in as a glorified passenger on a 744 or similar for years. Must be frustrating as all hell for them.

But then, I s'pose it's better than flying a King Air into some dinky strip delivering mail for peanuts...

 

[jb747]

So, theoretically, a RAAF pilot with command in the VIP fleet (737s), could come in as a glorified passenger on a 744 or similar for years. Must be frustrating as all hell for them.

Well, as an ex military pilot myself, I can quite safely say that the glorified passenger role is one in which you learn an awful lot, and if any good, pay for yourself quite regularly.

Many pilots from outside the airlines feel that their XYZ background should mean that they start above the bottom. I've flown with a lot of people, from all sorts of backgrounds, and quite honestly, the bottom is both fair and reasonable. They invariably know a lot less than they think they do.

 

[mjt57]

Well, as an ex military pilot myself, I can quite safely say that the glorified passenger role is one in which you learn an awful lot, and if any good, pay for yourself quite regularly.

I can well imagine.

Speaking of ages, a few years ago, flying OOL-MEL, climbing the stairs I could see into the flight deck. The captain was getting comfortable. The guy was considerably younger than I. So, he must've been in the right spot at the right time. But then, it was Ansett.

 

[markis10]

Wow.

So, theoretically, a RAAF pilot with command in the VIP fleet (737s), could come in as a glorified passenger on a 744 or similar for years. Must be frustrating as all hell for them.

But then, I s'pose it's better than flying a King Air into some dinky strip delivering mail for peanuts...

Not sure which seat they sit in but I believe the RAAF Wedgetail drivers were trained and kept current by DJ pending delivery. It would be interesting to hear from one the differences in the handling of the two aircraft given the wedgetails extra bits!

 

[Princess Fiona]

What's with the windscreen wipers?
I was travelling on a BAE Jetstream 32 today during some pretty awful turbulence and weather and the wipers seemed to be going quadruple speed.
Do big jumbos have them and are they useful?
Sorry if it's a stupid question