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Nothing really jumps out at me from the capital cities. MEL would have to be the worst for taxiways, especially at the 27 end. I’m hoping with all the works they’re doing around the runway they can just smooth over the concrete slabs. Darwin has the giant dip which can be a real pain but the...

It really depends on the time of year. During winter I’ll hardly see anything, however the last few months when the ITCZ is lower it can bring some nasty storms in the top end. So during the night on the way to DPS I’ll get a good view near BME and ASP. I usually see them in QLD scattered all...

That is one thing the company does very well.

Yes the 777 did have APU on demand as well. It also had a RAT. It was just so much better. You’re right though. The 737 APU isn’t as good as their bigger brother’s (naturally) and can only be used as an electrical source at all altitudes up to 41,000ft. If you want to use it as a bleed source...

Because running it costs money and there’s enough redundancy until you get the APU running. We will turn it on whenever we have some sort of malfunction. Some of the checklists will direct us to turn it on at some point, so as part of my initial actions I’ll always ask to turn it on before...

It would have to be all 3 AC sources are down. So that is, both engines have failed and there's no APU. In other words, on battery power only. If they were on battery power, then only VHF1 and Transponder1 are available. If the switch had been moved to the second transponder at the start of...

Whoa...I would love to know how they didn't stall then if they had no engines? Minimum clean speed is around 200KIAS give or take. The QRH asks for an all flap up landing to maintain Vref40+55 (around 190KIAS at a conservative weight), and of course assuming you've still got engines.

Yes, that's right. If the B system (linked to the number 2 engine) has failed, and let's just imagine that both the electric motor and engine driven pump are not working due to the engine failure, then the standby system can open the reverser sleeves although it happens at a much slower rate...

Only a couple of seconds. It’s forced by gravity.

I am really left scratching my head at this one already as to why so many redundant systems have appeared to have "failed". This whole thing about the hydraulic system. Firstly, if the right engine is out, you have lost the engine driven hydraulic pump on system B only. This is enough for the...

All on or all off policy. Honestly, I haven’t been with any other crew member that won’t wear a tie at sign on or sign off outside of the flight deck. If all of the badges are off they’re most likely just paxing.

I totally get that. I’ve got a set of those wings and definitely preferred the older style too. Our wings have changed colour with the colours inversed on the tail. Maybe a change is coming?

If I’m rostered the day off I don’t need to come in. I bidded to have it off and the roster gods decided it was my year this year! So, working Christmas Eve, get Christmas Day off and then a stupid o’clock start on Boxing Day for a 2 day trip. A solid win in my eyes.

Some have a hard time of letting go. Seen a few of the older guys still wear their VB wings.

There should be a little check through the flare and then hold off. This ‘pumping’ or ‘Boeing push’ of the yoke thing (I wouldn’t even call it a technique) is not how you land the 737. It does nothing but make people sick down the back. I’ve seen it more often when guys have carried a little...

No way that was 25kts. Limitation for us is 25kt for take off on a wet runway and 34kts on a dry one. I wonder if they forgot? Landing however, we can go up to 40kts dry or wet.

If only one airspeed indicator was unreliable then you could still engage the autopilot on the opposite side. Just the autothrottle needs to remain disengaged. I’ve flown back from DPS with an inoperative autothrottle under the MEL, so no problem with that. As for RVSM, it starts from FL290...

That’s correct, but it won’t go back to Flap 15, it’ll just go back to the next flap setting. In this case Flap 25. So, with an unreliable airspeed it’s a technique to use Flap 15 for landing because the margins are higher and you won’t get as much chance of it blowing back late in the...

If they’re all the same speed then the checklist says if there is a difference of 20kts or less from the indicators to what speed we should be getting from the book, then they can be considered reliable and can use them for flight.

That’s pretty good. Unfortunately we’re not as well equipped as changing sources. The only time we change source is with a DEU failure.