Ask The Pilot

[jb747]

It looks as though it was inspired by 'The Love Boat'. I fully appreciate that it was awful to wear but it also looks very cheap and cheesy.

It was cheap. Terrible material. Didn't fit. Made everyone look like a hobo. And worst of all, the designer took it upon himself to redesign the wings...and that is something that is sacrosanct. There was supposed consultation with the crew, but apparently anyone who went and didn't agree wasn't invited back...so it was simply an echo chamber.

I handed back most of the shirts, unworn. I'd stocked up on the old ones just before they became unavailable. I refused to wear the wings, and wore the old ones (and sometimes even the navy ones when I felt particularly obtuse). And the cap...never wore it. I simply stopped wearing one at all.

 

[Quickstatus]

the wings

Are the wings design the same worldwide?

designer

It’s all about the look, functionality comes a distant….

Made everyone look like a hobo

What’s the cabin crew views on their uniform?. I’ve heard the cabin crew didn’t like them either except for Miranda.

 

[jb747]

Are the wings design the same worldwide?

No. But they're generally sticky within an airline. They might change, but they aren't for some 'designer' to change at a whim. They mean something to most people. Whilst only a simple (and cheap) badge, they take an awful lot of work to get.

It’s all about the look, functionality comes a distant….

Well, it looked like rubbish, so he wasn't a winner there either.

What’s the cabin crew views on their uniform?. I’ve heard the cabin crew didn’t like them either except for Miranda.

I don't recall hearing anything positive.

 

[Quickstatus]

simple (and cheap) badge

Are they serial numbered? And who hands them out?

I imagine they are not for show (like a medal), but a symbol of personal achievement - like a university diploma which is more or less laser printed on paper costing less than $5

 

[jb747]

Are they serial numbered? And who hands them out?

I imagine they are not for show (like a medal), but a symbol of personal achievement - like a university diploma which is more or less laser printed on paper costing less than $5

No serial. Handed out by the uniform store. The right to wear them…priceless.

 

[justinbrett]

They might change, but they aren't for some 'designer' to change at a whim. They mean something to most people. Whilst only a simple (and cheap) badge, they take an awful lot of work to get.

Just ask the RAAF Navigators how they like their new double wing

 

[jb747]

Just ask the RAAF Navigators how they like their new double wing

I didn't realise that they'd done that. But, then I guess they don't have navigators any more.

The RAN (in my time) pilots' and observers' wings were almost identical. I'm not sure why they did that, but it wasn't a great choice. They subsequently changed to an even less popular design.

 

[Saab34]

JB do A380 FOs get an opportunity to move to the LHS without changing fleet types? Or do they need to go back to the 737/A330 before coming back?

 

[jb747]

JB do A380 FOs get an opportunity to move to the LHS without changing fleet types? Or do they need to go back to the 737/A330 before coming back?

In theory they can. They simply need to be senior enough to bid for, and win, the slot. But, to be that senior, they would have had the opportunity for a command on 737/330/787 many years (over a decade) ago. So, the upshot really, is that anyone in the right hand seat who is senior enough to get the slot in the left, also would have virtually zero chance of passing the command training. I've flown with them. They're often okay as FOs, but in no way would I want them in the LHS. Remember, winning the slot simply gives you the right to attempt the training. The position isn't yours until you pass.

The caveat to that is that there were a number of FOs who'd had 767 commands which were whisked away in 2014. All of them would have been perfectly adequate, though I don't think any had the seniority needed. As far as I know, they're all back in the LHS of 787s or 330s.

FO's and Captains don't necessarily think or see things in the same way. FO's look after the housekeeping, whilst the Captain looks after the bigger picture. There is overlap, but one isn't a superset of the other.

 

[Saab34]

They're often okay as FOs, but in no way would I want them in the LHS.

That’s interesting. What sort of things hold many FOs back? Any common sort of frustration many captains hold with FOs?

 

[Quickstatus]

09/12/22:

VA 161, JQ 293, NZ607, NZ264, into ZQN diverted to various airports in the South Island - CHC, IVC, WLG
NZ 619 and NZ603 also similar but was earlier in afternoon
The WLG diversions originated from WLG and presumably were cancelled after returning to WLG

Adjacent flights such as QF121 and VA115 all made the same approach into ZQN and managed to arrive.

I dont have the Metar but these flights went missed approach at 1600ft
Indirectly, weather suggests gusty winds from the north at 30 kts from other sources
ZQN is apparently a tricky airport to fly into and does not have precision approach, and minimum manouvering altitude at 10,000ft?

Comments appreciated please thanks, especially operating into ZQN, the approach, minimum manouvering altitude, and the 1600ft commonality

 

[flyer89]

As far as I know, they're all back in the LHS of 787s or 330s.

At least one of them is now checkie on the 330 (AL).

 

[jb747]

That’s interesting. What sort of things hold many FOs back? Any common sort of frustration many captains hold with FOs?

The issues are many, and well beyond a quick sentence here. But, in many cases, they're surprisingly indecisive. Having the buck stop with them is not on their menu. Tunnel vision is a problem that we should all recognise, but which can be especially dangerous when dealing with any issues. Some people bring their own tunnels. And some simply don't think through what they are doing. An example of that is an FO who took over from me on a flight to Frankfurt. FRA has a rigid curfew, and when I left the coughpit our FMC had us arriving a few minutes early, and with adequate fuel. I was quite happy with that, and said so to the FO. But, he decided that he didn't like it and so reduced our cruise speed to lose a few minutes. ATC then wanted to know why the aircraft behind were catching him, and when he gave them his new desired cruise mach number, they told him to descend. Now the issue wasn't getting to FRA early, because at the new level he was now 15 minutes behind the curfew...but, to even do that he was going to burn a couple more tonnes of fuel that we didn't really have. I left to have a snooze for a couple of hours and came back to a mess that was all own goal. The RHS was probably one promotion too many.

09/12/22:

VA 161, JQ 293, NZ607, NZ264, into ZQN diverted to various airports in the South Island - CHC, IVC, WLG
NZ 619 and NZ603 also similar but was earlier in afternoon
The WLG diversions originated from WLG and presumably were cancelled after returning to WLG

Adjacent flights such as QF121 and VA115 all made the same approach into ZQN and managed to arrive.

I dont have the Metar but these flights went missed approach at 1600ft
Indirectly, weather suggests gusty winds from the north at 30 kts from other sources
ZQN is apparently a tricky airport to fly into and does not have precision approach, and minimum manouvering altitude at 10,000ft?

Comments appreciated please thanks, especially operating into ZQN, the approach, minimum manouvering altitude, and the 1600ft commonality

Queenstown is surrounded by rock filled clouds. The 1600' height roughly equates to the minima shown in the charts. Watch the video. Even though sped up a bit, it puts it all into perspective. Those rocks are very, very, close.

EPIC Approach Procedures – STAR, RNAV, ILS, LOC, VOR DME, ADF, Visual

Hi All, Thought it would be good to start a collection of approach procedures that are challenging to fly and/or particularly scenic etc. Add any you know of, or better still that you’ve flown in MFS. SIDs too if they’re also challenging/fun to fly. I’ll post one to get it started. We should...

forums.flightsimulator.com

At least one of them is now checkie on the 330 (AL).

Quite a few have check roles again. It was nice to fly with them on the 380, even though they didn't like the loss of their bars. In many ways it was repeating the past, as I'd flown with quite a few of them when we were both brand new Captain/FO on the 767.

 

[Saab34]

The issues are many, and well beyond a quick sentence here. But, in many cases, they're surprisingly indecisive. Having the buck stop with them is not on their menu. Tunnel vision is a problem that we should all recognise, but which can be especially dangerous when dealing with any issues. Some people bring their own tunnels. And some simply don't think through what they are doing

Well that’s disturbing. Thanks for the detail. I see that behaviour every day in my workplace, luckily just an office on the ground not the sky!

 

[ayebee]

Noticed on a recent coughpit video of Heathrow landing (27R), that once on the ground the direction from ATC was basically "follow the greens".
That seems like a significant innovation compared to detailed instructions that need to be read back, especially on a busy channel.
Had not seen that before - is it a recent innovation?
Do the taxi lights change dynamically per aircraft from runway to stand ?

 

[Quickstatus]

e surprisingly indecisive.

Do pilot training include training on the differences/pros and cons between fast and slow problem solving

Fast and slow best for different problems.


Fast - unconscious, intuitive, pattern recognition, reflex, frequency gambling

Slow - deliberative, logical, skeptical

 

[Captain Halliday]

The issues are many, and well beyond a quick sentence here. But, in many cases, they're surprisingly indecisive. Having the buck stop with them is not on their menu. Tunnel vision is a problem that we should all recognise, but which can be especially dangerous when dealing with any issues. Some people bring their own tunnels. And some simply don't think through what they are doing. An example of that is an FO who took over from me on a flight to Frankfurt. FRA has a rigid curfew, and when I left the coughpit our FMC had us arriving a few minutes early, and with adequate fuel. I was quite happy with that, and said so to the FO. But, he decided that he didn't like it and so reduced our cruise speed to lose a few minutes. ATC then wanted to know why the aircraft behind were catching him, and when he gave them his new desired cruise mach number, they told him to descend. Now the issue wasn't getting to FRA early, because at the new level he was now 15 minutes behind the curfew...but, to even do that he was going to burn a couple more tonnes of fuel that we didn't really have. I left to have a snooze for a couple of hours and came back to a mess that was all own goal. The RHS was probably one promotion too many.

Queenstown is surrounded by rock filled clouds. The 1600' height roughly equates to the minima shown in the charts. Watch the video. Even though sped up a bit, it puts it all into perspective. Those rocks are very, very, close.

EPIC Approach Procedures – STAR, RNAV, ILS, LOC, VOR DME, ADF, Visual

Hi All, Thought it would be good to start a collection of approach procedures that are challenging to fly and/or particularly scenic etc. Add any you know of, or better still that you’ve flown in MFS. SIDs too if they’re also challenging/fun to fly. I’ll post one to get it started. We should...

forums.flightsimulator.com

Quite a few have check roles again. It was nice to fly with them on the 380, even though they didn't like the loss of their bars. In many ways it was repeating the past, as I'd flown with quite a few of them when we were both brand new Captain/FO on the 767.

In that video the PAPI seems to be 4x white from the moment they break through the cloud base.

Is that a ZQN thing to remain a little high? Or am I missing something?

 

[SYD]

09/12/22:

VA 161, JQ 293, NZ607, NZ264, into ZQN diverted to various airports in the South Island - CHC, IVC, WLG
NZ 619 and NZ603 also similar but was earlier in afternoon
The WLG diversions originated from WLG and presumably were cancelled after returning to WLG

Adjacent flights such as QF121 and VA115 all made the same approach into ZQN and managed to arrive.

I dont have the Metar but these flights went missed approach at 1600ft
Indirectly, weather suggests gusty winds from the north at 30 kts from other sources
ZQN is apparently a tricky airport to fly into and does not have precision approach, and minimum manouvering altitude at 10,000ft?

Comments appreciated please thanks, especially operating into ZQN, the approach, minimum manouvering altitude, and the 1600ft commonality

Odd, we drove up Coronet Peak yesterday arvo and the weather didn’t seem that remarkable (no pun intended). We flew out today and fortunately the clouds had parted from the rocks!

A few days earlier, we had the joy of driving down the Crown Range Rd. At one point, quite high up you get a nice airport approach view - apart from the sea of red on the glide slope indicators! Not mine, but you get the idea in these photos.

https://flic.kr/p/26NrETc

 

[jb747]

Well that’s disturbing. Thanks for the detail. I see that behaviour every day in my workplace, luckily just an office on the ground not the sky!

There will always be differences in how people work/fly. Anything really. It's one of the reasons that airlines continue to have in-flight training and annual checks. The real world is much better at throwing curved balls than any sim session, and the fact that people know it's real/sim does change behaviour to a degree.

Noticed on a recent coughpit video of Heathrow landing (27R), that once on the ground the direction from ATC was basically "follow the greens".
That seems like a significant innovation compared to detailed instructions that need to be read back, especially on a busy channel.
Had not seen that before - is it a recent innovation?

I can't say when it first appeared, but quite some time ago. First place I recall seeing it was Singapore, and as you've said, it cuts down the talk dramatically.

Do the taxi lights change dynamically per aircraft from runway to stand ?

Yes. Basically you should always be on the green. If they go out. Stop. They may lead to to a stop point, and then change as ATC allows it. Simple at the pilot end, though I've never seen it at the ATC side. Really good in places prone to fog.

Do pilot training include training on the differences/pros and cons between fast and slow problem solving. Fast and slow best for different problems.
Fast - unconscious, intuitive, pattern recognition, reflex, frequency gambling
Slow - deliberative, logical, skeptical

There's discussion of this sort of thing at various stages of a career. The reality is though, that some people are just bad at it!

In that video the PAPI seems to be 4x white from the moment they break through the cloud base.
Is that a ZQN thing to remain a little high? Or am I missing something?

I think it's more a camera issue. He's in the slot nicely, and the right hand pair of lights look pinkish more than white

A few days earlier, we had the joy of driving down the Crown Range Rd. At one point, quite high up you get a nice airport approach view - apart from the sea of red on the glide slope indicators! Not mine, but you get the idea in these photos.

It doesn't matter how clear it is at the airport. What matters is how clear it is at the missed approach point, which in this case, is about 5nm from the threshold.

 

[flyer89]

Do pilot training include training on the differences/pros and cons between fast and slow problem solving

Fast and slow best for different problems.


Fast - unconscious, intuitive, pattern recognition, gaming, reflex

Slow - deliberative, logical, skeptical

It’s first covered in the human performance and limitations subjects. It sparked my interest in cognitive bias and I subsequently became obsessed with the concept and purchased Daniel Kahneman’s book.

I would have to say it’s something that when applied to most facets of life can be incredibly useful.