Ask The Pilot

[harvyk]

When an aircraft is under tow, I'd imagine the tug drivers would be in contact with ground controllers. Is there any special call sign which is used to identify a plane under tow? Is it a callsign attached to the tug?

Also I believe there are area's which do not have any sort of ATC management? What would the wording of the hand off from the ATC controller be? Would they say something like "you're on your own" knowing that you'll contact ATC when you re-enter managed airspace? Do they ask you to monitor a certain frequency?

 

[jb747]

When an aircraft is under tow, I'd imagine the tug drivers would be in contact with ground controllers. Is there any special call sign which is used to identify a plane under tow? Is it a callsign attached to the tug?

I expect it varies from airport to airport. In Oz, the large tugs have their own call signs. I'd have to admit, I've never taken any notice of how the smaller tugs get on when they have to move an aircraft around. Any movements that happen with an operating crew on board are controlled by the crew, i.e. we do the talking to ATC.

Also I believe there are area's which do not have any sort of ATC management? What would the wording of the hand off from the ATC controller be? Would they say something like "you're on your own" knowing that you'll contact ATC when you re-enter managed airspace? Do they ask you to monitor a certain frequency?

I don't normally operate in any of those areas, and we actively avoid them if an ATC dispute interrupts control. Basically though, you get a clearance to leave controlled airspace, and another when you want to come back in. Most low level airspace (except around major airports) isn't controlled, whilst virtually all high level airspace is. Australia had a really stupid flirtation a few years ago with a system that would have effectively mixed large airliners, with 'see and be seen' traffic. Thankfully common sense prevailed before somebody got an aluminium shower.

 

[markis10]

When an aircraft is under tow, I'd imagine the tug drivers would be in contact with ground controllers. Is there any special call sign which is used to identify a plane under tow? Is it a callsign attached to the tug?

Also I believe there are area's which do not have any sort of ATC management? What would the wording of the hand off from the ATC controller be? Would they say something like "you're on your own" knowing that you'll contact ATC when you re-enter managed airspace? Do they ask you to monitor a certain frequency?

The call sign used is the tugs, in Sydney the QF tugs are called Red and then a letter, Red Alfa always seemed to be Ralfa when a certain Italian was driving it . The Concorde operated outside controlled airspace, as did the U2s and SR71's.

 

[iRobbo]

Also I believe there are area's which do not have any sort of ATC management? What would the wording of the hand off from the ATC controller be? Would they say something like "you're on your own" knowing that you'll contact ATC when you re-enter managed airspace? Do they ask you to monitor a certain frequency?

"Control service terminated, contact Centre on ......" for IFR flights, they still receive SAR and Traffic Information (advice about other traffic, they organise their own separation). Add in a "Identification terminated" in there for VFR flights, no advice to contact Centre, no more service unless they ask for it. Hope all those abbreviations make sense

 

[simongr]

No worries - enjoy your vacation I am fairly confident that the pilot will be ok . Also first flight in Nancy Bird Walton - the worlds most inspected aircraft

As an update Murray Crocket seemed to do an acceptable job - probably because Tubs was in the righ hand seat.

 

[jb747]

As an update Murray Crocket seemed to do an acceptable job - probably because Tubs was in the righ hand seat.

That's Crocket...with an extra t.

I'd sure hope it was acceptable, he probably knows more about the aircraft than anyone in QF.

 

[jb747]

The Concorde operated outside controlled airspace, as did the U2s and SR71's.

It is, of course, OCTA, because virtually nobody can get there...though some of the bizjets seem to like it up there.


I recall a radio conversation from many moons ago (1975 I think) in which a USN aircraft suddenly popped up on Melbourne ATC with a comment about going to Richmond. There was some consternation for a few monents until they realised he had solved his ATC issues by simply going over the top of the airspace.

 

[docjames]

June 09. HKG-MEL (QF30) was my last sector on the 744.

It's at the bottom of my 380 bids, because it's a short trip that starts and ends in Sydney. I flew there a lot on the 744 because the 29/30 was, I thought, the best way to go to London, and because the pattern started and ended in Melbourne.

Thanks for answering - I loved the 29/30 route to LHR (ex-MEl, late night departure, arrives at a good time into LHR) and am really disappointed it no longer runs.


Can I followup - do you do sim work / refresher work on arrival/departure to/from HKG if you havent been there for a while? Or paper based only? Or nothing specific?

 

[rechoboam]

It is, of course, OCTA, because virtually nobody can get there...though some of the bizjets seem to like it up there.


I recall a radio conversation from many moons ago (1975 I think) in which a USN aircraft suddenly popped up on Melbourne ATC with a comment about going to Richmond. There was some consternation for a few monents until they realised he had solved his ATC issues by simply going over the top of the airspace.

You mean the US navy ?

 

[jb747]

Can I followup - do you do sim work / refresher work on arrival/departure to/from HKG if you havent been there for a while? Or paper based only? Or nothing specific?

Hong Kong was covered in a sim exercise a couple of months ago.

 

[jb747]

You mean the US navy ?

Yep. It was an RA-5C.

 

[medhead]

Still on leave. I will be going to HK in a couple of weeks, but that's not much use to you I guess.

Answered my question as well. I'm on QF 1 on Thursday.

A flight for you all to add to the bucket list. 2 hours in a Cessna 172 from William Creek (on the Oodnadatta track) over Lake Eyre.

I've had a couple of interesting nights there. First time we visited, we decided that we'd pop up there after work on Friday for a meal. When we arrived we pulled in, found a nice flat area to set up camp and then realised it was flat because it was the airstrip. Drove off, looked around, found a nice flat spot - airstrip again. Third time was a treat.

You have obviously not live in as many Army/RAAF camps around the place for as long as I have.

My reaction is exactly the opposite :!:

I always thought the stores guys had the best set up in the back of a unimog. Without all the cough the army usually carry, I reckon one of those could be set up nicely.

 

[keithr]

It's at the bottom of my 380 bids, because it's a short trip that starts and ends in Sydney. I flew there a lot on the 744 because the 29/30 was, I thought, the best way to go to London, and because the pattern started and ended in Melbourne.

A while back, well a long time back, my employer tendered for what passed in those days for a high speed data link around the various QANTAS sections at Kingsford Smith. We didn't get the contract, I think that when QANTAS found out the cost, they dropped the idea, but I got herd a bunch of Japanese engineers on a tour of airside. The last place we visited was the computer centre, in there was a small system that our guide told us handled the crew route bids. He said that the crews on the long routes like europe or the US tended to be younger as the older crews with seniority prefered shorter routes like Hong Kong or Japan with less time difference. I don't remember whether he was talking about flight or cablin crews though.

 

[Heater79]

G'day JB,

Don't think this has been asked. When someone dies on one of your flights, is the flight deck always informed? How frequently does this kind of thing happen - would we be talking one death a week on Qantas flights (best guess would settle an argument between me and my mate)?

Cheers

 

[jb747]

He said that the crews on the long routes like europe or the US tended to be younger as the older crews with seniority prefered shorter routes like Hong Kong or Japan with less time difference. I don't remember whether he was talking about flight or cablin crews though.

Ah, the myths of the bidding system.

In reality, just about everyone has totally different ideas about what constitutes a good trip. Some, generally with young kids, don't care where they go, but try to maximise the weekends off. Others bid to maximise the pay, or number of days off. Other just like certain places, and dislike others. Some try to minimise the night flying, whilst others try to maximise it. The time zone differences don't really matter all that much, as you'll be sitting up all night at some point.

I don't care where I go, but I try to have as many trips as possible that operate through Melbourne.

 

[jb747]

Don't think this has been asked. When someone dies on one of your flights, is the flight deck always informed? How frequently does this kind of thing happen - would we be talking one death a week on Qantas flights (best guess would settle an argument between me and my mate)?

We'll be told as soon as anybody is sick in any way.

I don't have any idea of the incidence. I've had two passengers die on my flights, and from discussions with some of the other guys, that seems to be a high number.

As to a guess...perhaps a couple per year over the entire airline....and that might be high.

 

[mjt57]

Ah, the myths of the bidding system.

[Chomp...]

Others bid to maximise the pay, or number of days off.

This surprises me. I would've thought, given both the lucrative nature of the job and that it's a hard one to get, that people would try to maximise their flying time.

Does it get to be "just another job" at some point?

 

[mjt57]

JB, when is your next MEL-LAX flight? A couple that I know are flying out on Tuesday, I think it is, on the A380.

 

[straitman]

This surprises me. I would've thought, given both the lucrative nature of the job and that it's a hard one to get, that people would try to maximise their flying time.

Does it get to be "just another job" at some point?

Having recently retired after 40 years of flying I have to say I believe that all jobs reach that point on occasions :!:

I have to say though that even after all that time flying still has its moments of awe and wonder.

 

[jb747]

This surprises me. I would've thought, given both the lucrative nature of the job and that it's a hard one to get, that people would try to maximise their flying time.

More flying equals more pay. Some people struggle to get enough to remain current.

Does it get to be "just another job" at some point?

Don't they all? We can diverge into industrial relations here, which I'd rather not.....