Ask The Pilot

[D747]

Over the weekend a post from Crikey popped up in my feed.

Non-Pilot note: Never believe anything you see or read in the press. I should know, I used to work for a large media organisation.

 

[jb747]

.....I've attached a screen grab about the new A220s. In it they say that they are having difficulty getting pilots to fly them. Why would this be so? What are the pilots who flew the older aircraft that the 220s are replacing doing?

The pilots who flew the 717s are being retrained to fly the 220. The one bloke I know who's in that boat hasn't actually started his training yet, so, like all things "new QF", I expect they've left everything to the last minute, and are now wondering why they aren't prepared.

But, where 220s might displace 737s, there's no crossover of the pilots. The 220s are flown by a subset of pilots who are not part of the mainline airline. Part of the divide and conquer strategy. None of the mainline pilots will fly the 220.

And surely there must be a whole swag of pilots outside of the airlines chomping at their respective bits to get in.

As they aren't actually getting in to QF, and there is no avenue from the 'links, etc into mainline, it's not the sort of deal that would attract qualified people. There's probably any number of people from the inexperienced end of the pool, and it all depends on how far down you feel like looking. If you subscribe to the theory that all pilots are equal, then you won't have any issue.

 

[RailFlyer]

The pilots who flew the 717s are being retrained to fly the 220. The one bloke I know who's in that boat hasn't actually started his training yet, so, like all things "new QF", I expect they've left everything to the last minute, and are now wondering why they aren't prepared.

But, where 220s might displace 737s, there's no crossover of the pilots. The 220s are flown by a subset of pilots who are not part of the mainline airline. Part of the divide and conquer strategy. None of the mainline pilots will fly the 220.


As they aren't actually getting in to QF, and there is no avenue from the 'links, etc into mainline, it's not the sort of deal that would attract qualified people. There's probably any number of people from the inexperienced end of the pool, and it all depends on how far down you feel like looking. If you subscribe to the theory that all pilots are equal, then you won't have any issue.

Why doesn't Qantas provide a route for promotion from 'links, etc. into mainline', even if it involved leaving one company and joining another and associated loss of seniority? What's to lose for Qantas in allowing/promoting this path (they would ultimately control how many based on their demand)? As you say, not having this must put off younger pilots from joining their regional subsidiaries.

 

[Quickstatus]

None of the mainline pilots will fly the 220.

Meaning there is no opportunity for them?

 

[mjt57]

Meaning there is no opportunity for them?

I took that to mean that they wouldn't want to fly them. It might be a huge pay cut and a "demotion" in their seniority, I'd guess. From what JB is saying there's no "pathway" (a favorite term that pubic servants like to use) from that sector into QF, I guess.

 

[Saab34]

I was told that it’s easier for Virgin pilots to get a job in mainline compared to QF and its subsidiaries. Is that really the case?

One would just assume you would look after group employees compared to reaching out to others.

 

[AviatorInsight]

I was told that it’s easier for Virgin pilots to get a job in mainline compared to QF and its subsidiaries. Is that really the case?

One would just assume you would look after group employees compared to reaching out to others.

Yep it’s true. There’s a lot of turnover in the junior ranks of late and I’ve bumped into some FOs who just use Virgin as a way to get into QF because of this weird thing with the subsidiaries.

 

[jb747]

One would just assume you would look after group employees compared to reaching out to others.

You have to think about the overall QF management of its staff. They basically have been at war with all staff, except office dwellers, since around 2000. Divide and conquer is the only rule that they follow, in all activities. That then colours everything, especially new aircraft purchases. When your staff is the enemy, and you can see benefit in denuding competitors of their staff, of course you'll recruit from other airlines first.

 

[Saab34]

How does the autopilot system handle a heavy and gusty crosswind on approach? Does it still crab it into the wind?

 

[AviatorInsight]

How does the autopilot system handle a heavy and gusty crosswind on approach? Does it still crab it into the wind?

It handles it the exact same way it does in the cruise with a crosswind. Applies the drift by crabbing into the wind to maintain the runway track all the way until we disconnect it.

The problem when it’s very gusty is that it reacts a lot slower than a pilot would. I will more often than not disconnect early and get a feel of the conditions (and also from previous experience), for example coming into SYD on 25 or 16R where the mechanical turbulence is the worst and I can move the controls faster than the autopilot to adjust for any deviations.

 

[jb747]

How does the autopilot system handle a heavy and gusty crosswind on approach? Does it still crab it into the wind?

They'll always crab into wind for the approach until the flare. Some will land with it mostly intact (B), but others will do a flare/decrab (A).

As a general rule, autopilots have their authority progressively removed as they get closer to the ground. Pilots on the other hand, are at their gentlest at altitude, but are more than willing to use full control movements near the ground.

 

[747sp]

I was wondering with the 737 I have had what i call many rolling starts. That is, they dont stop on the runway but always rolling. How that works if the pilot flying is copilot. When does the captain hand over control of the plane?
Also, when landing, is the issue the same but in reverse?
On the 737, it looks like it is an up down motion to turn the nose wheel. Is that unusual when compared to other planes.

 

[AviatorInsight]

I was wondering with the 737 I have had what i call many rolling starts. That is, they dont stop on the runway but always rolling. How that works if the pilot flying is copilot. When does the captain hand over control of the plane?
Also, when landing, is the issue the same but in reverse?
On the 737, it looks like it is an up down motion to turn the nose wheel. Is that unusual when compared to other planes.

The Captain will hand over once the aircraft is pointing straight down the runway. This is when they will say “you have control”. I will then take control and call for take off thrust to be set. At this point the captain will then push the TOGA button.

On landing after passing 60 knots and I have stowed the reversers, the captain will then take control back.

Each aircraft is different, at least the ones that I’ve operated when it comes to steering on the ground.

The 737’s tiller looks like a steering wheel cut in half and then placed on the side. The 777 I remember was different in that it operated like you were reeling in a fishing rod (again rotated about 90°). The Saab had to have the metal top engaged to operate, so you would need to push that and turn it, in order to activate the tiller.

 

[Saab34]

Are all airlines the same with those FO rules and control, ie when taking control? Or can some let a FO taxi and enter the runway then takeoff?

 

[AviatorInsight]

Are all airlines the same with those FO rules and control, ie when taking control? Or can some let a FO taxi and enter the runway then takeoff?

All airlines are different because some are allowed to taxi from the right hand seat if there’s a tiller there. Only the ex Silk Air NGs have a tiller fitted so for fleet commonality we aren’t allowed to touch it.

 

[Saab34]

AV have you been flying the MAX much lately and you have settled in on the machine now?

 

[AviatorInsight]

AV have you been flying the MAX much lately and you have settled in on the machine now?

I have actually, about once per week on average. It is a good aircraft to handle, rides turbulence so much better, and is a lot quieter which really helps on big days.

 

[jb747]

Are all airlines the same with those FO rules and control, ie when taking control? Or can some let a FO taxi and enter the runway then takeoff?

For some reason that I don't understand, 737s don't have tillers on the F/O's side. I don't know whether this is all of them, or why, though presumably it was a dollar saving 'feature'. Everything that I've ever had any involvement with had identical setups on both sides. In QF, if it was the F/Os sector, he'd do all of the taxiing, with the exception of the last bit of parking. And that was mainly because the guidance systems were set up to only work when viewed from the left seat.

You can do much of the taxi without a tiller though. The rudder pedals give around 7º of nose gear movement, which is enough for straight ahead, and even open turns, but not the tight 90º turns that are the norm. So, you have enough to enter a high speed from the runway, but you'll certainly need the tiller after that.

 

[markis10]

For some reason that I don't understand, 737s don't have tillers on the F/O's side. I don't know whether this is all of them, or why, though presumably it was a dollar saving 'feature'.

They are optional, hence rarely purchased, as mentioned above the ex Silk Air birds have them (and some other options that one would regard as unnecessary) as do KLM on the 700/800/900s

Aviation Photo #0263112: Boeing 737-8K2 - KLM - Royal Dutch Airlines

The B738 Glass coughpit - Photo taken at Copenhagen - Kastrup (CPH / EKCH) in Denmark on August 15, 2002.

www.airliners.net

I am assuming that the VA 700s ex KLM have them, putting VA in an unusual position of having sourced second hand aircraft from two airlines with the rare option.

 

[AviatorInsight]

I am assuming that the VA 700s ex KLM have them, putting VA in an unusual position of having sourced second hand aircraft from two airlines with the rare option.

They do have the tiller as well, and this is the problem VA are having. Sure, they can get second hand NGs from around the world but the problem is, that they can’t get enough from the one airline to keep the differences across the fleet to a minimum.

Otherwise you would end up flying a 4 sector day with 4 different aircraft, each with its own different options available. Some have a different set up with the cabin signal, tiller/no tiller, MAX, FMC differences, Cargo extinguishers, standby instrument differences, CAT II/III capable, the list goes on.