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According to the DGCA (India’s version of CASA) it’s 200hrs. That is also required to apply for a job as a trainee cadet pilot at Air India as well.

Yes. Having an ATPL will allow you to be the pilot in command. Usually as a minimum, airlines will require CPL holders to have their ATPL theory completed so all they are doing is waiting for their hours to tick over to then gain the ATPL licence itself. But technically all that is required...

You’re asking a really good question here and I understand where you’re coming from. Here are just a couple of my points. The first (and in my opinion) the biggest reason is that it’s a design legacy. We know Boeing designs their coughpits to not over-automate pilot actions. They generally...

A single switch will definitely be quicker than that. Maybe if the time was both of them then that would make more sense. In a dual engine flameout I’m using both hands to get those engines started. So simultaneously moving both fuel control switches from run to cutoff and back to run to start...

Not sure what you mean by mode. But when you move the switch to cutoff the fuel, bleed, start valves etc, all return to their “default” position. The idea behind this is that the engine is now in a safe config to start the next cycle. Each engine is different and from what I can find in the...

Yes, I didn’t mean that there’s a physical rod or hydraulic linkage going all the way to the engine. That’s impossible for high bypass engines anyway. You’re right that electricity is needed. Obviously the pilot moves the switch and there’s a direct electrical path to the EEC. What I meant...

The fuel control switches are the same as the new 737s. That is, they’re mechanical. They’re hard wired to the EECs. So when you move the switch to cut off, it physically interrupts fuel flow by commanding the EEC (engine control) to shut off the fuel metering valve. There is no dependency on...

Yep, you’re right. I had to ask my mates over at QF and turns out there is a few parameters with flap and CG to allow you to increase the wet take off crosswind limit by 5kts. I remember they did something to it to get out of ports before cyclone Alfred hit but didn’t realise on the flap or CG...

From yesterday, Airservices is recommencing PRM ops when conditions allow. I hate it because of the extra track miles given for a longer final (20nm+) rather than the standard independent approaches they've always done. The overshoot thing has been an issue for a long time. The crosswind...

No it doesn't reduce distance. The fuel capacity is still the same but burning less per hour. The fuel efficiency is considerably greater and we uplift less fuel for a MAX than we would for an 800 on the same route. The added weight is more of an issue getting off shorter runways for long...

The thing is, the MAX definitely has bigger legs than an 800. It will literally sip the fuel. The problem is, that the MAX is 3 tonnes heavier than an 800 with the same 26k rated engines. Of course it’s not going to perform as well in the climb. You definitely notice it on a normal climb out...

Good pick up. They could have done a Packs to APU take off given the heat. I’m not sure how heavy they were though. We needed to sometimes do it on the 777 out of AUH…at 10am.

Thanks. Well aware of that. It’s the opportunity costs that would be lost with using a MAX on domestic only ops where the MAX now could reach more of Asia that perhaps may not have been reached with an NG previously. Removing the rafts for me just doesn’t make sense.

Restricted to 120mins at normal cruising speed (450kts true airspeed) or 400nm whichever is less. In this case it’s a 400nm restriction from land which may not necessarily be an airport. So crossings over the bight at even our most southern route is ok to cross. My understanding is that some...

Nope. I think they’ve learnt from their mistakes in the past trying that on.

To which I’ll always say to them, they’re called fuel tanks for a reason.

That’s right there isn’t much overlap. It’s very close. They would always carry the fuel for an alternate. You would be crazy to not have fuel to go anywhere else when flying to an island in the middle of the ocean with only one runway. Just take a look at what happened to PelAir’s Westwind at...

Yeah it would be the closest thing I could get to the 757 in my lifetime I think, just without the performance. The -10s really need higher rated thrust engines. The new ones going to VARA will be 27k equipped (current ones are 25k), and you can definitely notice the lack of thrust compared to a...

They definitely can. Their alternate is Saipan which they can just make non-EDTO. Unfortunately because VA no longer fly to HND the ports have been taken out of the database so I can’t use the Jeppesen charts, but this is the closest I could get to showing that.

If an EDTO MEL was applied before they left MEL (too many MELs), then there is no way they could make that direct track to AKL. The FR24 data shows they actually landed early and then left 30mins late. Perhaps something happened on the turn? Every other AKL-MEL flight took that direct tracking...