Ask The Pilot

[Quickstatus]

OBOGS

Similar to the "oxygen concentrators" that some airline passengers can hire for medical onboard O2 (or at home). Basically removes N2 from the air.

 

[jb747]

You also use a lot less Oxygen twiddling your thumbs in a transit vs doing a BFM mission (dog fighting)

Only if you are losing.

I wonder if LOX is a bit of a USN thing? I don’t know what the USAF Century series aircraft used.

LOX was pretty simple on the aircraft, which I guess meant that complexity and weight could be left on the aircraft carrier. In a precursor to later life, I once had a LOX system fail whilst at high altitude. Pressure reduction valve failed, and it started delivering unregulated (100 psi or so) oxygen to the mask. Now, that was a plunge….

 

[Quickstatus]

Pressure reduction valve

Can the regulators vary the delivered gas pressure and O2 concentration? I imagine increasing delivered gas pressure can be beneficial helping blood stay up in the brain rather than in the legs in high G manoeuvres?

plunge

Do you remember the pitch attitude?

 

[jb747]

Can the regulators vary the delivered gas pressure and O2 concentration? I imagine increasing delivered gas pressure can be beneficial helping blood stay up in the brain rather than in the legs in high G manoeuvres?

There were two reduction valves in the system. One took it down from 100 psi or so, to a couple of pounds. The second took it to a couple of inches. So it always delivered the gas with a slight amount of pressure. It was always pure O2. No mixing at all.

I probably have the details at home, but that’s the gist of it.

Do you remember the pitch attitude?

No specifically, but it would have been something like idle, full speed brakes, and minus 70º or so.

 

[D747]

I'm interested in the current QF9 /10 rotation, and the MEL / PER legs in particular, from an operating flight crew point of view. How would this roster work? MEL > PER on the 9, wait one day and fly on to LHR, or back to MEL on the 10? Something else?

 

[jb747]

I'm interested in the current QF9 /10 rotation, and the MEL / PER legs in particular, from an operating flight crew point of view. How would this roster work? MEL > PER on the 9, wait one day and fly on to LHR, or back to MEL on the 10? Something else?

As far as I know, the flights from Perth to London are done by Perth based pilots, and London cabin crew. The Perth/Melbourne could be by either Perth or Melbourne bases. The upshot of that is that the Perth/London and Melbourne/Perth legs are essentially unrelated.

 

[Saab34]

Hi AV
I noted leaving my last 737 flight that on the Yolk, is like a clipboard on it which had a scribble pad, I noticed all sorts of scribbles and pictures too (looked like a runway drawing)

What sort of things do you write, draw on these pads that stick on the yolk?

 

[docjames]

As far as I know, the flights from Perth to London are done by Perth based pilots, and London cabin crew. The Perth/Melbourne could be by either Perth or Melbourne bases. The upshot of that is that the Perth/London and Melbourne/Perth legs are essentially unrelated.

I know it’s the ask the Pilot but I did ask the CSM on QF10 last week re: cabin crew ex-LHR.

The London based cabin crew do QF 10/9 (to PER only) and QF2/1 to SIN. That’s it.

They looked at and were keen to do PER-FCO-PER (QF5/6) but seemingly it wasn’t economic once slips in PER/Rome and time away from London added up - monthly / annual flight hours also came into the equation there too, even if they used BA across to FCO in one direction).

 

[brakerider]

I'm interested in the current QF9 /10 rotation, and the MEL / PER legs in particular, from an operating flight crew point of view. How would this roster work? MEL > PER on the 9, wait one day and fly on to LHR, or back to MEL on the 10? Something else?

For the crew operating QF9/10 between PER/LHR, they require a minimum of 48 hours off before operating. For this reason, the crew that are operating the 9/10 between MEL/PER often do not operate to London in the same pattern.

 

[MooTime]

For the crew operating QF9/10 between PER/LHR, they require a minimum of 48 hours off before operating. For this reason, the crew that are operating the 9/10 between MEL/PER often do not operate to London in the same pattern.

So that means they get 48hrs in Perth each trip?

Would they be paid for that 48 hours? Get some allowance etc long time of you just want to get back home.

 

[brakerider]

So that means they get 48hrs in Perth each trip?

Would they be paid for that 48 hours? Get some allowance etc long time of you just want to get back home.

Not necessarily. As JB said, its normally crewed by Perth based pilots who would obviously have 2 days off prior to the trip. In the odd event a BNE/SYD/MEL based pilot is operating the trip - then yes they would be in Perth for 48 hours each direction which results in about a 9 day trip.

 

[AviatorInsight]

Hi AV
I noted leaving my last 737 flight that on the Yolk, is like a clipboard on it which had a scribble pad, I noticed all sorts of scribbles and pictures too (looked like a runway drawing)

What sort of things do you write, draw on these pads that stick on the yolk?

It used to be for the departure and arrival charts that we would put on there. Where we used to have our notepads (just under the side window), is the iPad. So most pilots will have their crew briefing report on there for quick access to the next flights etc.

Some pilots do have very elaborate notes they like to pull out depending on the aero drone they are flying to that has the controlled airspace, directions, arrows pointing in different directions (not sure why).

Personally I’ll scribble something down like any call signs when coming into a place like Ballina, or any crossing fix times given to us by ATC, and just for situational awareness when carrying a lot of fuel and over our maximum landing weight, I’ll note down the fuel figure we need to be below, so I can reference it quickly when and if any situation arises.

 

[MooTime]

Not necessarily. As JB said, its normally crewed by Perth based pilots who would obviously have 2 days off prior to the trip. In the odd event a BNE/SYD/MEL based pilot is operating the trip - then yes they would be in Perth for 48 hours each direction which results in about a 9 day trip.

Ok cool thanks.

But then the Aussie pilots breaking for 48 hours in London, assuming they need that break too. So they get paid or comped for that time?

Thanks

 

[jb747]

But then the Aussie pilots breaking for 48 hours in London, assuming they need that break too. So they get paid or comped for that time?

You are really asking how any of these trips are paid. There are adjustments, but basically the entire trip is treated as a package. You will be paid either 5.5 hours per day, or the flight credits for the trip, whichever is the greater.

So, if you flew 10 hours on the first and third days of a three day trip, you‘d have a total of 20 hours flight credit, and 16.5 of daily credit. But, if you flew 5 hours on the first and third day, then there would only be 10 hours of flight credit, and the 16,5 would win. The entire idea of that system was to make it unattractive for the company to build patterns with low flying hours per day.

 

[RailFlyer]

Interested on JB's take on what caused this...

Watch: Cargo plane hits runway hard, bounces, and then aborts landing

The Boeing 747-400 is seen coming into land in Luxembourg, where it bounces and the left wing drops. The engines then touch the runway.

www.stuff.co.nz

 

[jb747]

Interested on JB's take on what caused this...

Looks like an "own goal". Flares too late, hits fairly hard, but then fails to control the nose or the roll. The go-around looks to be much better controlled, so perhaps a different pilot took over.

 

[Quickstatus]

Starship launch. Any available notams?

Launch in a few hours from east Texas and water landing north of Hawaiian islands

 

[ksksks]

Starship launch. Any available notams?

Found it

​

NOTAM : 3/1793​

FDC 3/1793 ZHU TX..AIRSPACE BROWNSVILLE, TX..TEMPORARY FLIGHT RESTRICTIONS. PURSUANT TO 14 CFR SECTION 91.143, SPACE OPS AREA, ACFT OPS ARE PROHIBITED WI AN AREA DEFINED AS 255700N0971100W (BRO072010.5) TO 260200N0971100W (BRO049012.3) TO 261100N0965700W (BRO047027.7) TO 261000N0965700W (BRO049027.2) TO 260500N0965600W (BRO059025.7) TO 260200N0965600W (BRO066024.8) TO 260100N0965600W (BRO068024.5) TO 260000N0965600W (BRO070024.3) TO 260000N0970000W (BRO068020.8) TO THE POINT OF ORIGIN SFC-UNL EFFECTIVE 2304171200 UTC (0700 LOCAL 04/17/23) UNTIL 2304171505 UTC (1005 LOCAL 04/17/23). EXC AS SPECIFIED BLW AND/OR UNLESS AUTH BY ATC: A. FLT LIMITATION IN THE PROXIMITY OF SPACE FLT OPS, OPS BY FAA CERTIFIED PILOTS OR U.S. REG ACFT ARE PROHIBITED WI THE DEFINED AIRSPACE THAT INCLUDES THE AIRSPACE OUTSIDE OF U.S. TERRITORY. B. ACFT SUPPORTING THE RECOVERY OF THE SPACE VEHICLE ARE EXEMPT FM THIS TFR C. PILOTS MUST CONSULT ALL NOTAMS REGARDING THIS OPS AND MAY CONTACT ZHU FOR CURRENT AIRSPACE STATUS. THE HOUSTON /ZHU/ ARTCC, TEL 281-230-5560, IS THE CDN FAC. 2304171200-2304171505

 

[Brissy1]

Is there a ph number for the Brisbane ATIS? I've found one for the AWIS, 07 3564 3705

 

[justinbrett]

Is there a ph number for the Brisbane ATIS? I've found one for the AWIS, 07 3564 3705

You can get it via NAIPS

Sign up for a free account NAIPS Login

The ATIS will show up if you search NOTAMs for YBBN, but you need to include met. This will work for all controlled airports in Australia (even RAAF)