Ask The Pilot

[Quickstatus]

, I recall becoming quite muddled. Couldn’t add two simple numbers.

So how does a pilot recognise the cognitive collapse while in cognitive collapse?

 

[jb747]

So how does a pilot recognise the cognitive collapse while in cognitive collapse?

I think history shows us that they don’t.

 

[RailFlyer]

.... But, overriding all of the normal calculations is the minimum fuel load, which was about 25,000 kgs, and which existed to ensure that the pumps remained submerged during the acceleration of takeoff......

So how does that work if you are doing a go-around at end of a flight with much less than 25,00kg of fuel in the tanks? Or is the acceleration profile a lot more gentle for a go-around such that there is no risk of the pumps becoming dry? Interesting that acceleration is more of an issue than attitude of the plane, in terms of keeping the pumps covered.

 

[jb747]

So how does that work if you are doing a go-around at end of a flight with much less than 25,00kg of fuel in the tanks? Or is the acceleration profile a lot more gentle for a go-around such that there is no risk of the pumps becoming dry? Interesting that acceleration is more of an issue than attitude of the plane, in terms of keeping the pumps covered.

The profile is shorter, and the power settings, at least for a derated go-around are less (it targeted a mild climb rate of 2,000 fpm). But, yes, the pumps could well be momentarily uncovered. Fuel won't stop flowing, it's just that the pump could cavitate. But go-arounds were a lot less common than take offs, so I expect it's a case of it being acceptable in small doses.

 

[jb747]

After four years of not flying, I found this at the end of the first flight. Lovely place.

 

[D747]

After four years of not flying, I found this at the end of the first flight. Lovely place.

How was your pilot? Hobart is a great place to visit, particularly in summer.

 

[jb747]

How was your pilot? Hobart is a great place to visit, particularly in summer.

Dunno, didn’t see him. Flight seemed fine.

 

[Captain Halliday]

Pilots and ATC friends,

Are there any procedures in place where two aircraft have similar callsigns?

I noticed this evening when UTY881 declared an emergency enroute to BNE that QF1881 was also on frequency. See post here.

Being close to 2100 local time it didn't seem busy on the radio.

What is in place to ensure there's no confusion, especially in a case like this where I expect the crew of UTY881 were in a period of very high workload?

 

[jb747]

Pilots and ATC friends,

Are there any procedures in place where two aircraft have similar callsigns?

I noticed this evening when UTY881 declared an emergency enroute to BNE that QF1881 was also on frequency.

I don't recall ever hearing it used, but ATC can get an aircraft to change its callsign. In this case you might get the QF aircraft to use its registration.

 

[Larko1]

Yesterday whilst taxiing to the runway, the CSM made a PA to the pax that stood up to please sit down and fasten seatbelt.

The plane then then came to a jolting stop The CSM, got a call and answered "yes he's seated" and the plane continued on.

Would this scenario be the correct SOP by the Pilot or could he have slowed down to stop?

 

[jb747]

Yesterday whilst taxiing to the runway, the CSM made a PA to the pax that stood up to please sit down and fasten seatbelt.

The plane then then came to a jolting stop The CSM, got a call and answered "yes he's seated" and the plane continued on.

Would this scenario be the correct SOP by the Pilot or could he have slowed down to stop?

Sounds like someone was listening to the PA, and decided to underline the CSM's statement. SOP, not really, but I like it anyway.

 

[mt63]

Sounds like someone was listening to the PA, and decided to underline the CSM's statement. SOP, not really, but I like it anyway.

A jolting stop could result in a broken neck.

 

[eric2011]

A jolting stop could result in a broken neck.

Reduced greatly if seated and buckled in. Oh wait, they were meant to be

 

[Franky]

A jolting stop could result in a broken neck.

Possibly, but if they were seated and buckled up, far less chance….

 

[jb747]

A jolting stop could result in a broken neck.

Am I allowed to consider that evolution in action?

 

[harvyk]

JB when VH OJA was retired to Wollongong I understand that the plane had minimum fuel levels. I was wondering when doing short flights like this or flights like Melbourne to Avalon do the normal fuel rules apply for diversion airports ?

Over the weekend I found out a little more about OJA's flight to WOL.

They had 75 minutes of fuel on board, enough for 3 attempts to land at WOL and still make it back to SYD. It was around 17 to 18 tons of fuel, all in the centre tank. When they took off from SYD the climb wasn't as steep as usual to ensure the pumps stayed submerged.

The tyres where reduced down to 120 PSI. They had to get both Boeing and CASA to sign off on the reduced pressure.

Whilst everything bolted onto the aircraft was left onboard (so all the seats, entertainment systems, etc) QF removed everything else such as the trolleys from the galleys. Not because of weight but because the gift was of just the plane itself. They still had 747's at the time so anything still serviceable was going onto other aircraft.

Source: I volunteer at HARS some weekends, I spent last weekend with pilots and engineers who used to work on / with QF's 747's and I asked specifically about how they got OJA down there.

 

[jb747]

Over the weekend I found out a little more about OJA's flight to WOL.

They had 75 minutes of fuel on board, enough for 3 attempts to land at WOL and still make it back to SYD. It was around 17 to 18 tons of fuel, all in the centre tank. When they took off from SYD the climb wasn't as steep as usual to ensure the pumps stayed submerged.

One of my friends was the 747 fleet manager at the time, and he was also in the coughpit for that flight. I've just sent him a message to see what he recalls about the loading.

For a number of reasons, it's very unlikely (actually, I think impossible) for it to have been in the centre tank. It would make no difference to the engineers after the flight when it came to de-fuelling. 18 tonnes on arrival sounds like the normal 25 tonne minimum fuel load at the other end. TBA on that.

Tyre pressure reduction makes sense, and that's about half of the normal pressure.

 

[NM]

Tyre pressure reduction makes sense, and that's about half of the normal pressure.

What is the reason for tyre pressure reduction? Does it provide better breaking efficiency at low landing weight?

Obviously not done to reduce weight the of tyre

 

[jb747]

What is the reason for tyre pressure reduction? Does it provide better breaking efficiency at low landing weight?

Obviously not done to reduce weight the of tyre

It's to protect the runway.

Have a read of this:

https://www.casa.gov.au/strength-rating-aerodrome-pavements

 

[NM]

It's to protect the runway.

Have a read of this:

https://www.casa.gov.au/strength-rating-aerodrome-pavements

Very interesting. Thanks for sharing.