Ask The Pilot

[jb747]

AV, when you flew the Australia to Japan flight, did you see much of interest re numbers as you crossed the equator? Going from Southern to Northern Hemisphere on such a direct north track crossing the zone sounds like would be interesting to see all the met changes along the way.

Direct North/South gets you through the ITCZ as quickly as possible, which means you’re probably not exposed to the worst of the weather for long.

 

[Saab34]

If you look at the pairing, there is no CNS based crew, so we need to get up to CNS on day 1. Day 2 is VA77. Day 3 is VA78 landing on Day 4. We need 30hrs rest after a red eye, so we get back home on Day 5.

Do you operate the inbound and outbound domestics on Day 1 and 5? Or pure paxing only?

Sounds like a bloody tough slog that shift.

 

[AviatorInsight]

Do you operate the inbound and outbound domestics on Day 1 and 5? Or pure paxing only?

Sounds like a bloody tough slog that shift.

Nope you would operate them. And it’s not just one sector on Days 1 and 5 but 3 sectors!

 

[mjt57]

Because this is outside of our agreement, pilots need to put their hand up to be rostered to fly it.

Are there any sweeteners for those who do put their hands up?

 

[RSD]

Must be the week for pilots abusing big aircraft - a Singapore A380 this time - not quite as bad as the video title says though

 

[Saab34]

Nope you would operate them. And it’s not just one sector on Days 1 and 5 but 3 sectors!

That is tough. Day 5 should be just a simple leg home ie CNS-MEL/BNE/SYD.

I can see why the uptake is somewhat nog popular.

 

[AviatorInsight]

Are there any sweeteners for those who do put their hands up?

International allowances for 24hrs I guess?

Post automatically merged: Yesterday at 5:34 PM

That is tough. Day 5 should be just a simple leg home ie CNS-MEL/BNE/SYD.

I can see why the uptake is somewhat nog popular.

You'd think so, but nope. They want their money's worth out of you.

 

[Saab34]

One last one from me, are you allowed to opt in for day trips only? I know probably incredibly fatiguing but for someone, that say needed to be home every night (or most).

Or is it a case of probably go get a job at Jetstar if you want those day trips only…

 

[AviatorInsight]

One last one from me, are you allowed to opt in for day trips only? I know probably incredibly fatiguing but for someone, that say needed to be home every night (or most).

Or is it a case of probably go get a job at Jetstar if you want those day trips only…

Absolutely you can, if that's what you want. Some people would much rather do the day trips. I hate the Blue Emu that much that I prefer the overnight trips and get my flying out of the way in one big block.

 

[Saab34]

Thanks AV, we appreciate the time you take to enlighten us with some of these interesting details!

 

[jb747]

Must be the week for pilots abusing big aircraft - a Singapore A380 this time - not quite as bad as the video title says though.

Generally it's best to use the rudder pedal interconnect to exit the runway, as it won't give enough authority to skid the nose gear like that. But there's no feedback, so he would have no idea that it had smoked like that.

Added….

The rudder pedal interconnect gives up to 7º of nose pedal steering with any rudder movement. The tiller, on the other hand, gives up to 70º. The nose gear is very easy to skid, if you’re abrupt with tiller inputs, or taxiing too fast. 90º turns on the taxiways are best handled at around 10 knots. I used to use a bit of differential power to help the turns, as it also had a tendency to slow/stop in turns if you didn’t lead with power a bit. You can’t do 90º turns off the runway with just the rudder pedal steering, you need the tiller, but then you should also be slow. The turn in the video is to a high speed turnoff, so rudder pedals should be more than enough.

 

[Foreigner]

Scary attempt at landing at LAX, followed by go around:

 

[jb747]

Scary attempt at landing at LAX, followed by go around:

Covered a page or so ago.

 

[serfty]

Scary attempt at landing at LAX, followed by go around:
...

Covered a page or so ago.

Ask The Pilot

The engines weren’t running. They were turning happily enough. The ash melted as it went through the burners, but then cooled enough to accrete on the turbine blades, changing their shape slightly, and causing the engines to to compressor stall. Restarting in denser air certainly wasn’t...

www.australianfrequentflyer.com.au

I felt that just sitting on the couch! Wind was a steady 240/12, so straight down the runway for 24R.

It looks to me as though they just didn’t flare at all. If you watch the second attempt, it almost looks like they were going to do it again but looked like there was a sudden pull into the flare at the last second and saved it.

Just before they hit the control column was pulled back. The “forward“ movement was a relaxation of the control column to get the nose back down before pulling back again to arrest the sink on the second touchdown and holding that in until the go around.

Misjudged it. Given the conditions seem pretty mild, the aircraft is moving around a bit on the approach, so I get the feeling that he's 'stirring the stick'. The flare is too late. Touches down with a lot of back stick, which starts the aircraft rearing up on landing. So, a forward input to get the nose down, but then a rear input to control the rate. And then the spoilers start to rise, which adds to the nose up tendency. Very poor pitch control. Watch the elevator.