Search results

Absolutely and then during some cyclics too to revise.

A sudden decompression like that would mean that something big has let go. The procedure would be for the Capt to become pilot flying and the FO to be the pilot monitoring. The reason for this is because the pressurisation panel is above the FO’s head. Of course there is nothing stopping the...

Was this accompanied with a PA from the flight crew saying “cabin crew prepare for landing” or something of the sort? Given the weather around the country at the moment it could have something to do with it and getting cabin crew seated shortly thereafter?

Just a serviceability check of all the radios and navigation equipment. We’ll then advise ATC and the company on arrival to get an engineer to look it over after landing.

Haha we’re talking about a 737 here. Redundancy is not a thing apparently. Most models only have one radar antennae. Having said that, Silk Air must’ve paid extra because all of those frames have duplicate systems. We will choose the L or R depending on who is flying when operating a Silk Air...

Not common, but it happens. If the actual radar itself is broken, then the flight can’t depart if there is any potential hazardous conditions along the route. In other words, wait for a clear day with no storms and/or rain. As for things to make it work again? That would be the function of an...

No decision height, but a landmark for class G airspace. The rules just say the preceding aircraft needs to be clear of the runway before the following aircraft crosses the threshold. So, yes it was close but still ok to land as crossing the fence is before the threshold and the bizjet had...

Controlled airspace closures. Aircraft are still permitted to transit the area but it is no longer controlled. The designated area reverts to Traffic Information Broadcast by Aircraft (TIBA). Pilots must make mandatory reports, try not to change level inside the airspace (unless operationally...

Only a couple of sims and just an online presentation with an exam at the end.

They are 26K engines but Boeing have written it as the MCT rating of 25K just to confuse us on the FMC and in the manuals. In actual fact they provide slightly more take off thrust than a 26K engine. We use default CLB settings unless we require a higher setting. CLB-2 is just way too slow for...

On a jet engine I’m not so sure it’ll work. It’ll be interesting to see if on a windy day when air will freely flow through the engine and spin the N1 fan if that will help cool the shaft and reduce motoring time. On a turboprop you can stop the propeller from spinning with a brake while still...

Honestly, I don’t know if it’ll be more difficult or not but I personally don’t like the idea of it. There are already fingerprints on the navigation displays, why guys feel the need to point things out with their finger on the screen I’ll never know.

The rotor shafts for the N1 (The big fan you can see at the front of the engine) and the N2 are subject to thermal build up after the engine is shut down and will bow. To straighten it out again, CFM have introduced an extended motoring to straighten it out again before fuel is introduced. Even...

Yes that’s true, but they’ve also mixed fly by wire into the flights control system (namely the speedbrakes) and added modifiers to the spoilers on landing just to name a few. There is no doubt it is still a 737.

Last night saw some big storms closing in on SYD. We made it out just in time from SYD to MEL. We got vectored off the departure track to accomodate aircraft coming in from MEL doing exactly what those photos show to avoid the storms.

Finally got the chance to fly the MAX last night (8IC). Here are my thoughts in no particular order. - Loved the new plane smell. Never had that before. - The start up took well over 5 mins to get both engines going. This was interesting seeing as the aircraft had arrived from PER 2hrs earlier...

Absolutely valid point. It’s interesting to see how people interpret MELs differently. Some take it as it is, others try and read way too much into it. I would say they would be trying to troubleshoot the problem. Perhaps call maintenance watch and operations in BNE? You’re right though it...

Definitely sounded like paxing crew to me before boarding. After looking into the engineering report, it seems like they didn’t get an anti ice caution light not illuminating on the system annunciator panel on the glare shield. This procedure is checked at the end of the FO’s scan. Once the...

At the moment…a change of duty most likely. They handle everything with regards to our duty. Delays, extensions, changes, etc.

Should be on flight mode prior to pushback. Same goes for our iPads too. During the turnarounds are obviously ok. Especially if we need to make a call to flight ops for fuel and/or crewing. No.