Ask The Pilot

I'd just like to take this opportunity to publicly thank jb747 for his contribution to this forum.

I eagerly read through his posts and they provide an insight to a part of flying I wouldn't have any access to without AFF.

jb747. Thank you so very much for your intelligent, informative posts. You are such a valuable member and I'm certain I am not alone in wishing you and your family all the best for Xmas and the new year.

I hope I get to see you on one of my flights soon.
 
I'd just like to take this opportunity to publicly thank jb747 for his contribution to this forum.

I eagerly read through his posts and they provide an insight to a part of flying I wouldn't have any access to without AFF.

jb747. Thank you so very much for your intelligent, informative posts. You are such a valuable member and I'm certain I am not alone in wishing you and your family all the best for Xmas and the new year.

I hope I get to see you on one of my flights soon.

Hey, bossreggie, have you drawn jb747's attention to a certain other post about a few scraps in AKL that's running hot at the moment?
 
For what it's worth, a very major airline, was, until not long ago, paxing crews into Oz, and then immediately turning them around to operate out....they'd be rested and safe, wouldn't they?

That's very scary.

I have an idea of who it is but doesn't really matter. Verging on the unbelievable, that is.
 
How many radio frequencies would you typically use on a sector ?

Is each frequency programmed in prior to take off so that when required all you need to do is press a button ?

How many frequencies are the same in different parts of the world ?
 
In my experience I will say it, its Singapore. JB how is the Q7 going, Merry Christmas to all


I was just thinking of airlines...one would expect them all to be treated equally, but it doesn't always seem that way. Of course, it could be argued that I don't see all of the picture, and that's true. But, it's difficult to understand how some of the things we see play out. It's especially evident on the ground...

I should add that I'm thinking of one particular place, and it isn't in Oz.
 
How many radio frequencies would you typically use on a sector ?

A sector will involve the use of many frequencies. It will start by listening to the ATIS, then clearance delivery, ground, tower, departures, control....and then from that point we'll have a frequency change about every half hour until nearing the destination, when ATIS, radar, arrivals, tower, ground, will be the rough sequence. A company frequency will also be in use for about the first and last 50 miles. HF is being used less and less, as data links take over...but they aren't everywhere yet, and they don't always work.

Is each frequency programmed in prior to take off so that when required all you need to do is press a button ?
No, you have to select it via a keypad or dial system. The radio control panel (RMP) in the 380 uses a keypad, and the one system controls all of the comms (3 VHF, 2HF, transponder, satcom). There are three RMPs (Capt, FO, spare)...so any box can control any system.

All of the radios have an active frequency, and a spare. When we are given a frequency change, we change it on the spare, and then swap it with the active. That way, if we make a mistake, and end up talking to thin air, a quick swap back will put us back onto the original frequency. If you listen out to other people's calls, you'll hear the frequencies they are sent to, and can normally have the spare already set up before you actually get a change.

Over the years, as frequencies have become more congested, the use of smaller spacing has become more prevalent. Thirty years ago, the frequencies always consisted of 4 digits (i.e. 120.5). Slowly but surely though, five digits crept in (125.75), and now, in Europe we're often hearing that last digit being used (128.755). Radio calls that consist of something like a 'turn right heading 125, climb to FL250, and call Fred on 118.755' tend to run me out of numerical memory at about the ninth digit. The first digit of the frequency is always a '1' (on a VHF system, UHF - military might be a 2 or 3), and the sixth digit is always a '0' or '5'.

The frequencies used are discussed here: Airband - Wikipedia, the free encyclopedia

How many frequencies are the same in different parts of the world ?
All of the frequencies would be used many times by agencies in different parts of the world. About the only standard ones are 121.5 and 123.45. The first is the international emergency frequency, which most people have selected on at all times. The second is a chatter frequency, which is used so that any quick conversation between aircraft happens off the in use ATC or emergency frequency.
 
A while back the thread covered the topic of aircraft cleaning, and I was asked about coatings. Turns out that there is a currently a trial happening of something called Permagard.
 
A while back the thread covered the topic of aircraft cleaning, and I was asked about coatings. Turns out that there is a currently a trial happening of something called Permagard.
A friend had Permagard applied to his boat a few years back. The blokes applying it mentioned that they were also working on an aircraft at ADL.
The previously slightly chalky fibreglass surface of the boat looked really nice when they were finished, but now, three years later I'm not sure that it was worth the (substantial) expense. Initially the slick surface seemed to shed dirt and grime really well but it still needs polishing once a year and is not looking as good as it did at first.
 
A while back the thread covered the topic of aircraft cleaning, and I was asked about coatings. Turns out that there is a currently a trial happening of something called Permagard.

I've heard of that. A protective film that is compatible with composite materials. Sounds expensive but nevertheless a good idea if it works.
 
It might fit a noise sharing, or convenience, or some other profile, but it massively increases the risk that I take, so therefore, I don't.

It makes me feel much happier about flying hearing this sort of common sense approach :)
 
I've heard of that. A protective film that is compatible with composite materials. Sounds expensive but nevertheless a good idea if it works.

Agreed. Its all about scale and savings in fuel vs cost of application. On a speedboat it might not be viable but on an aircraft that flys 24/7 (well almost) it might be worth while.
 
So was watching the massively steep banking turns of the A380 over the MCG before the boxing day test, and was wondering how special fly bys like that are organized? Have you ever done them JB? Would the pilot that did the fly by then potentially return to MEL and gear up for a flight to SIN or LAx etc or would have likely have just flown that special flight for the day?
 
So was watching the massively steep banking turns of the A380 over the MCG before the boxing day test, and was wondering how special fly bys like that are organized? Have you ever done them JB? Would the pilot that did the fly by then potentially return to MEL and gear up for a flight to SIN or LAx etc or would have likely have just flown that special flight for the day?


I don't know who did it, but most likely one of the guys from training. They will practice anything unusual in the sim beforehand. If formation is involved I think CASA also require that the captain be ex military. Most likely the pilots passengered down from Sydney, just for the flypast....correction to that...I see that they aircraft was ferried from Sydney, and it was the newest, OQL. So, I guess it's most likely now in the system as the 9, which means I might get it out of London tomorrow.

The bank wouldn't have been any more than 30 degrees, as the 380 limits to that in normal law.

I haven't done any displays since my days in the military. At one point I was the low level display pilot for 1FTS.
 
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How much does vertical speed need to change before pax can start feeling a difference. For example would pax be able to feel a change going from say 1800 feet/min to 2100 feet/min?
 
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How much does vertical speed need to change before pax can start feeling a difference. For example would pax be able to feel a change going from say 1800 feet/min to 2100 feet/min?

I suspect that you can't feel most of the changes. The cabins normally change altitude at a maximum rate of 300 fpm, irrespective of what the aircraft is doing (within limits of course).

You get other clues to altitude changes, and I think they're mostly what you react to. In a climb, you may be able to hear the additional power, though some pilots try to alleviate even that by using V/S mode and so stopping the engines from going all the way to climb power (this is actually a bad idea...it can be an unsafe autopilot mode in some circumstances).

On descent, the attitude change might be noticeable, and the power reduction is always apparent if the engines are taken all the way back to idle. In the 767/747, there is a very definite change of bleed modes, which can be heard and felt (it happens at about 1.06 EPR, so if you stay above that, you can avoid that clue too).

The upshot is that we can probably be gentle enough to stop you noticing, but whether that fits in operationally is an entirely different matter.
 

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