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30kts. Everywhere. Enforced by the airline through the Flight Data Analysis Program. Some airlines will call it different things but basically it monitors certain flight parameters. Taxi speed, rotation rates, any TCAS/Windshear events, Flap over speeds, etc. If an event has been triggered...

There's usually a remark about the landing if it slipped out of the pilot's hands. But there's still a job to do until the aircraft is parked at the gate. During the taxi in, it's usually a time for reflection. After that and once the engines are shut down, the discussion will take place. But...

I honestly can’t see a reason why they would do that to be honest. The only things I can come up with are that an international aircraft may have been given taxi clearance first? I think an Air NZ aircraft may had taxied in front? The other thing was maybe apron congestion with aircraft...

Every airline and operation is different. For domestic ops, ours can change with the time of day that we sign on (1hr prior to pushback) to how many sectors we also do for the day. Then more factors come in, for example if we do go over hours, then we can extend for an hour (but we can get...

Exactly, our policy was changed from two missed approaches down to one! However, practically speaking, most Captains will take more than flight plan to have another approach up their sleeve. By the third attempt, you would have to be pretty certain of getting in, as you would probably be...

My quickest was a recovery flight in a Saab from Bankstown to Sydney (no pax). The 737 would have been CBR - SYD. Much quicker than the SYD - CBR route because jets had to go via WOL. With any of these short flights, regardless of the aircraft type, you need to plan ahead. Doing as much as...

I have it as one of my preferences but they’re usually day trips and I prefer trips so they’re few and far between, but I’d just recently been there twice in one week doing the day trips. Probably won’t get one for a while now.

Like Markis10 mentioned, only one controller operates both runways given they intersect each other. It’s not like Sydney and Brisbane. I believe it was windy yesterday, so that would be my guess as to the single runway ops. I could hear aircraft getting slowed down into MEL.

This is good situational awareness from the pilot. A similar situation happens to us coming into NAN. They will clear us to 3000ft to join the ILS for runway 02. The Minimum Sector Altitude (MSA) in that sector is 3400ft so, if we were to just accept this the we would be joining above the...

Only a handful of times to be honest. Most people are generally well behaved. But yes in each incident we had the AFP meet us on arrival and they took the passenger off the aircraft. To be honest though, I’m not surprised people’s behaviour has deteriorated. The flying experience now is no...

It’s not customary to leave the flaps and slats extended after landing from a suspected or actual lightning strike. Usually after a bird strike we might leave them down for inspection, but engineering may be looking at them as part of their procedure for lightning strike? The only checks we...

Oh yeah that one was already noted unserviceable. Sorry, I should’ve given you the heads up. Enjoy Bali!

It was an FMC that failed. Because the use of GPS approaches is mandatory into (and out of) ZQN they need both FMCs to be operational to commence the approach. Good idea to return to MEL in my opinion.

Yeah, the 737 doesn’t go down and slow down very well, approaching the minimum clean speed. It’s more effective if we’re descending at faster speeds (250kts+). Having said that, ATC speed restrictions give us a leeway of +/- 10kts, not 30. That’s pushing the friendship a little too far and they...

We use the wifi but we only get access for our flight planning/navigation log app. Everything else is blocked, including company emails and other external apps like NAIPS, BoM, etc. Cabin crew have no access at all.

It’s been a hot minute since I last flew the 777 so my numbers may be a bit off, but the 777-300ER if I remember correctly can hold around 150-160Tonnes of fuel. There was never a question on the range of the beast. The RAT powers the hydraulics for exactly that problem. It’s not an electrical...

In simple terms, think of the aircraft like a seesaw. The pivot point is the centre of gravity. Usually, the longer arm is from the CG to the rear of the aircraft. Because of this you have more leverage which results in more travel in turbulence. The result being, a harsher ride. The best place...

Can you give me an example? Like where and aircraft type? I’ve got a couple of contacts there but most are on the E190. I’ll see what I can find out.

Nope, no physical difference, it can be up/down graded as required. They did this with some of the ex Silk Air aircraft and gave them 27k, but now the MAXs are doing it, they’ve moved them back to 26k.

Definitely sounds like the crew got a "roll through". Did you remember what exit you took? A common one, off 34L is to vacate at taxiway Golf, after crossing runway 07/25. So if that's what happened, then for an aircraft that can stop on a dime, you can literally "roll through" without using...