Ask The Pilot

[jb747]

Just posted. Some memorabilia for @jb747:

A few familiar faces in there. Some of the aircraft are still flying, for Draken in the USA. They live on.

There were only ever about 60 Australian A-4 pilots, and another 15 or so from various exchanges. I tracked down almost everyone about 7 years ago, and made up a contact list. 15 ended up flying for airlines (QF, Cathay, Emirates, Alaskan), 4 flew Sea Harriers (and 3 became RN squadron COs), 5 flew Mirage, and 3 subsequently the F18. 2 flew the F-111 (and one who shall remain nameless, knocked that back). Two became COs of RAAF squadrons, and one became the Chief of the Defence Force. Oh, and 3 became (or already were) doctors.

 

[747sp]

I was looking at an article on the 777x and the photos to me show the engine as very close to the ground.
I hope I am using the right terms but will the roll of the plane and/or the compression of the landing gear be an issue when landing with striking the runway or how is that risk mitigated?


New Boeing will be the world’s longest, widest passenger plane

 

[jb747]

I was looking at an article on the 777x and the photos to me show the engine as very close to the ground.
I hope I am using the right terms but will the roll of the plane and/or the compression of the landing gear be an issue when landing with striking the runway or how is that risk mitigated?

Whilst the engines are very low, I think you'll find he most likely point of contact would be the wingtip (on the 777). I can't find the roll angle required for an engine strike on this aircraft, but I expect that it would be about 12º or so. It's a small angle, but, actually a huge one with regard to landing a big aircraft. Pilots get twitchy with more than about 3º in the flare. The most likely aircraft to strike engines on the ground is the 747. I've never heard of a 380 doing it.

Mitigation...it's largely a pilot technique issue. It's not a small aircraft, so don't fly it like one.

 

[mjt57]

Hey JB, et al. How true is this???

 

[ChrisGibbs]

I'm guessing that a 48 year / 8000+ hr career in the RAAF as a fast jet pilot and instructor would be hard to match. Congratulations SQLDR Stephen Bihary and all the best on continuing your career as a sim instructor with 79 SQN...

 

[Quickstatus]

Congratulations SQLDR Stephen Bihary

Ive always wondered why some stay in one place their whole career while others move on...

 

[jb747]

I'm guessing that a 48 year / 8000+ hr career in the RAAF as a fast jet pilot and instructor would be hard to match. Congratulations SQLDR Stephen Bihary and all the best on continuing your career as a sim instructor with 79 SQN...

Ive always wondered why some stay in one place their whole career while others move on...

He didn't. He actually joined QF. He lived in Perth, and delayed all of his promotions, so that he'd be senior enough to make flying out of Pearce as a reservist viable.

 

[Quickstatus]

delayed all of his promotions, so that he'd be senior enough to make flying out of Pearce as a reservist viable.

military promotions?
Can you elaborate on the "promotions" and the "senior enough"...

 

[ChrisGibbs]

He didn't. He actually joined QF. He lived in Perth, and delayed all of his promotions, so that he'd be senior enough to make flying out of Pearce as a reservist viable.

That would explain the 8,000+ "military" hrs across 48 years.....

 

[jb747]

military promotions?
Can you elaborate on the "promotions" and the "senior enough"...

This system didn't exist in my time, but apparently it's possible to change to a stream within the military in which you won't be promoted beyond Squadron Leader, but will be able to stay flying in the longer term. I don't think they generally mean this long though.

But, the promotions I was referring to were within QF. You bid for promotion slots (and aircraft types). By delaying promotion, you're relatively more senior in whatever rank you're in. Until about 2015, that meant you had a lot of control over your roster. After that time, things were shared somewhat more equitably, but around that time various bases opened in Perth that he could take and still keep himself on the RAAF's flying list.

Actually I'd call an average of almost 170 hours per year, on top of QF flying, to be an amazing effort. Even though those hours were in the RAAF, they would still count against the CASA allowed hours, so it would be quite a juggling exercise to ensure you remained below the limits

That would explain the 8,000+ "military" hrs across 48 years.....