Ask The Pilot

[RooFlyer]

In an ensuing investigation, is it likely that that may result in a negative assessment of the flight deck's performance either by the airline (VA or QF) or regulator, (because issued Mayday apparently without a real need to do so), or would it be seen as a case of "Pilots in the air did what they thought best at the time, don't want to discourage that in the future, so no finding on this aspect") ?

Very much the opposite. We'd rather pilots over-declare their emergencies.

As answered by the pilot, affirmative to the second option I mentioned. BTW, who are 'we' ( generalised). Very much appreciate input by technical or professionals in the field.

Local standbys almost always end well. Still, ARFF will usually roll out, and the other components often roll out too in order to practice their procedures as if it were a full emergency.

Which I think was just what HVR was suggesting.

 

[Quickstatus]

Melbourne

Melbourne just does it's own thing. We know

 

[RSD]

Melbourne just does it's own thing. We know

Melbourne - everyone just does their own thing - which is why they ended up with 39 fire trucks at the packing shed fire on Tuesday afternoon.

 

[justinbrett]

As answered by the pilot, affirmative to the second option I mentioned. BTW, who are 'we' ( generalised). Very much appreciate input by technical or professionals in the field.

ATC

Which I think was just what HVR was suggesting.

No, very different to label something an exercise that's a real world event - because we actually do label things exercise when they are completely fictious.

 

[ayebee]

re the recent runway incursion at JFK in thread

On ground conflicting paths at JFK

From The Oz on line:

www.australianfrequentflyer.com.au

... but I think this is a question for pilots.

I understand the Delta 737 that aborted take off returned to the gate and the aircraft did not leave for 15 hrs after the incident.

I can imagine the crew involved need some time to debrief and recover their thoughts, and maybe issues about duty time as a result, but does an aircraft needs any special inspections after braking for an aborted take-off like this ?

 

[RooFlyer]

re the recent runway incursion at JFK in thread

On ground conflicting paths at JFK

From The Oz on line:

www.australianfrequentflyer.com.au

... but I think this is a question for pilots.

I understand the Delta 737 that aborted take off returned to the gate and the aircraft did not leave for 15 hrs after the incident.

I can imagine the crew involved need some time to debrief and recover their thoughts, and maybe issues about duty time as a result, but does an aircraft needs any special inspections after braking for an aborted take-off like this ?

I was going to ask similarly, esp after JB recounted this:

The flight was Perth to Singapore. Rather impressively, the engineers removed the fan, moved two blades and replaced another two. Two of the 60 fan stators were missing but that was actually allowed under the MELs. Temporary repair of the hole in the casing and complete removal of what was left of the flap fairing. No hits on the other side. Four hours later we departed again, in the same aircraft.

 

[jb747]

re the recent runway incursion at JFK in thread

On ground conflicting paths at JFK

From The Oz on line:

www.australianfrequentflyer.com.au

... but I think this is a question for pilots.

I understand the Delta 737 that aborted take off returned to the gate and the aircraft did not leave for 15 hrs after the incident.

I can imagine the crew involved need some time to debrief and recover their thoughts, and maybe issues about duty time as a result, but does an aircraft needs any special inspections after braking for an aborted take-off like this ?

I guess it depends how fast they were going and how heavy the aircraft was. Put enough heat into the brakes, and the fusible plugs will deflate the tyres (if the 737 has such things). I once aborted a 767 at very close to V1, and the tyres were all good. Off the top of my head though, I don’t think I’d expect any damage to the aircraft, and a quick walk around by the engineers would be all that would happen.

Pilot-wise, it’s probably up to the company. Most would have policies of grounding people involved in incidents until the authorities have a chance to look at the event. I considered the bird strike and return to just be a normal day in the office. I guess I spoke to the fleet manage whilst on the ground. I don’t recall. But there wouldn’t have been any concern about going again.

 

[ayebee]

I guess it depends how fast they were going and how heavy the aircraft was. Put enough heat into the brakes, and the fusible plugs will deflate the tyres (if the 737 has such things). I once aborted a 767 at very close to V1, and the tyres were all good. Off the top of my head though, I don’t think I’d expect any damage to the aircraft, and a quick walk around by the engineers would be all that would happen.

Pilot-wise, it’s probably up to the company. Most would have policies of grounding people involved in incidents until the authorities have a chance to look at the event. I considered the bird strike and return to just be a normal day in the office. I guess I spoke to the fleet manage whilst on the ground. I don’t recall. But there wouldn’t have been any concern about going again.

Thanks for the reply.
Read on CNN that Delta had advised "The flight returned to the gate and then could not depart due to staffing issues".

 

[RooFlyer]

Read on CNN that Delta had advised "The flight returned to the gate and then could not depart due to staffing issues".

I guess they wouldn't fib, but JFK is a Delta crew base.

 

[ayebee]

I guess they wouldn't fib, but JFK is a Delta crew base.

you hope not, but it also cost them a planeload of hotel rooms

 

[RooFlyer]

Perhaps one for @straitman . Going back to the Dreamworld heli collision/ crash. Do or can helicopters have proximity alarms? Up through the rotors shouldn’t be impossible but detecting a craft ascending from underneath seems pretty basic. Or do they have them and I just haven’t heard about it in this incident?

 

[JohnM]

An interesting experience last Monday PER-MEL on QF770, scheduled to depart PER at 1210 on an A330-300, so no onboard WiFi to report at the the time, that I'd appreciate the pilots' comments on.

Almost from the outset, the flight path was unusual. Flying conditions were very smooth, but about half way to Kalgoorlie when the FAs were about half way through the J cabin drinks service, it was suspended for possible turbulence. Not a bump occurred and service resumed after about 15 minutes.

It was clear that there must have been weather of concern about, but the flight path did not seem to reflect just that.

I asked the CSM when she served the meal whether she knew what was going on. She didn't but subsequently checked with the Captain.

The explanation given was that "An instrument had malfunctioned and they could not fly the aircraft more than 415NM from [something/somewhere - which I missed/can't recall].

Could the pilots provide some insight into what the faulty instrument would have been and the limitations it imposed on the flight path?

 

[straitman]

Perhaps one for @straitman . Going back to the Dreamworld heli collision/ crash. Do or can helicopters have proximity alarms? Up through the rotors shouldn’t be impossible but detecting a craft ascending from underneath seems pretty basic. Or do they have them and I just haven’t heard about it in this incident?

Specifically they are available but not used often as the procedures if followed correctly should alleviate any issues.

Many/most aircraft operate in uncontrolled airspace in a ‘see and be seen’ environment rather than in controlled airspace which is where the airlines mostly operate. This works very well in the vast majority of cases. It does however require the operators and pilots to have a high degree of situational awareness and the use of radios to communicate their intentions.

For example, operating around the Bass Strait oil rigs we were below the ESL controlled airspace and operating in a defined Danger Area with our own flight following. There was no positive control however we always knew and/or were advised if there were any other aircraft nearby.

In the Sea World situation there are a number of possibilities that are evident. There has been a lot of discussion about the aircraft taking off being hidden behind the door pillar of the other one. Maybe so but IMHO that is not any excuse at all. Every car and every aircraft have a pillar of some sort in a similar situation. Some are thicker and some are narrower, but they are always there, and we need to look around them.

With a flying operation such the one at Sea World they will (or should) have laid down procedures that keep them separated and therefore safe. It appears though that the basics of communication and basic airmanship has not happened and/or that they had become blasé.

 

[jb747]

An interesting experience last Monday PER-MEL on QF770, scheduled to depart PER at 1210 on an A330-300, so no onboard WiFi to report at the the time, that I'd appreciate the pilots' comments on.

Almost from the outset, the flight path was unusual. Flying conditions were very smooth, but about half way to Kalgoorlie when the FAs were about half way through the J cabin drinks service, it was suspended for possible turbulence. Not a bump occurred and service resumed after about 15 minutes.

It was clear that there must have been weather of concern about, but the flight path did not seem to reflect just that.

The kink in the route just west of Perth looks like it might have been weather avoidance. It happens quite a lot, that the radar shows you substantial weather, and you take action of avoid it. If you're successful, there won't be any bumps at all, but you cannot guarantee that, and it's generally too late if you wait for the bumps to start. Of course people then complain, 'cos they got no bumps, and have no idea what was on the radar.

The explanation given was that "An instrument had malfunctioned and they could not fly the aircraft more than 415NM from [something/somewhere - which I missed/can't recall].

Could the pilots provide some insight into what the faulty instrument would have been and the limitations it imposed on the flight path?

400 miles? Sounds like the aircraft was non ETOPs for whatever reason. The fact that it headed northeast from Perth would indicate that it was like that on the ground (i.e. it was flight planned that way). So, perhaps an MEL has been applied that removed the ETOPS capability. Without access to the MELs for the 330, I have no idea what system it might have been, but basically some system redundancy required has been lost.

Ok, found an online MEL.
If you want hours of reading:

http://jw.hnair.com/upload/mel/%E5%A4%A9%E6%B4%A5%E8%88%AA%E7%A9%BAMEL/A330%20MEL%20R1T5%20EN%20GCR.pdf

Search for ETOPS. If it has no time limit, then it's 60 minutes (or 415 miles). There's quite a few possible items.

Here's one that relates to instruments.
o) (m) The CAPT or STBY AOA probe heating may be inoperative provided that:
1) ETOPS is not conducted, and
2) The ADRs, heaters and failure alerts associated with the operative units are operative.

Some good discussion about MELs in general:

A Recall on the Correct Use of the MEL | Safety First

The dispatch under a Minimum Equipment List (MEL) item allows to dispatch an aircraft in a safe and airworthy condition when certain system functions or equipment are temporarily unavailable or inoperative, enabling the aircraft to continue earning revenue without compromising the safety of the...

safetyfirst.airbus.com

 

[Bjet]

I have looked at the flightpaths between Brisbane and Sydney. I have flown many times and always fly over the land (NSW to QLD). However, I was suprised to see most plane flew over the sea lately (fly over the Tasman Sea) until it reached SYD/BNE airport.

Is it a new flightpath?

 

[Quickstatus]

There was a preliminary report of a recent ramp worker sucked into an ERJ engine at the ramp
(Search NTSB number: DCA23LA109, N264NN)

31 Dec 2022
APU inop
Engines cooling down at gate before shutdown (regional airport so taxi time short?)
Ramp workers started opening cargo doors while engines running despite ramp safety briefing
One walked too close to the leading edge of the wing and got sucked in

What is the residual thrust / air intake in the engine at idle in your aircraft?

 

[AviatorInsight]

I have looked at the flightpaths between Brisbane and Sydney. I have flown many times and always fly over the land (NSW to QLD). However, I was suprised to see most plane flew over the sea lately (fly over the Tasman Sea) until it reached SYD/BNE airport.

Is it a new flightpath?

Not a new flight path as such, but due to “ATC Operational requirements” (sickness, not enough controllers) they are re routing aircraft off the coast (for additional separation?) for some southbound flights.

Having said all that, a lot of the thunderstorms seem to sit over the spine of the great diving range. As an alternate route this “secret” lane way over the ocean is another way to stay away from a lot of the weather and then come in via the MARLN arrival into Sydney.

 

[jb747]

What is the residual thrust / air intake in the engine at idle in your aircraft?

Danger areas will vary with the aircraft, but about 10 metres. Idle thrust would be approximately 10% of the max forward thrust, so for a CF6/RB211/Trent, about 5,000lbs.

 

[JohnM]

There was a preliminary report of a recent ramp worker sucked into an ERJ engine at the ramp
(Search NTSB number: DCA23LA109, N264NN)

31 Dec 2022
APU inop
Engines cooling down at gate before shutdown (regional airport so taxi time short?)
Ramp workers started opening cargo doors while engines running despite ramp safety briefing
One walked too close to the leading edge of the wing and got sucked in

What is the residual thrust / air intake in the engine at idle in your aircraft?

Terrible incident. Covered by Juan Browne:

 

[RooFlyer]

No question, but I thought pilots may be interested in this about the Space Shuttle. It’s all interesting, but esp from 9 - 11:30 minutes, I think, re a landing and evolution of their fly-by-wire system.

OK, a question. Ever had a landing such as from 9:30 ?