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F-4 Phantom. ‘Cos basically they just looked mean.
Pretty hard to get it to hover…
Is the A350 a long haul A/C? If so, if getting them in the future, would this mean a return to overseas travel with VA? I miss its Prem Eco seating in the 777. Much better than the QF Nightmare Liner, I reckon. QF A380 would've been OK had we got decent seats.As for the future, I’d love to give Airbus a try. Here’s hoping VA opt for the A350.
That’s the dream. But I think they have their hands full with the domestic operation at the moment and making that run well, to then be worried about widebody aircraft entering the mix.
Kevin Sullivan (of QF72) was a USN F14 pilot. He came to Oz via an exchange on the Mirage, though I don’t know if the RAAF guy flew F14. Must ask around, as a carrier qualified RAAF F14 pilot would be unexpected.
Good choice. Old Boeing.
He would’ve been very interesting to sit next to. I love hearing those stories. We had an ex USMC F18 driver on the 777 years ago while he was furloughed from UA. The crazy stories he had to tell, kept me entertained for hours across the Pacific.
To be honest, I don’t really mind which one. Would’ve been good to see what it was like to operate with a flight engineer.
I think they are not engineers per se. I dont believe an engineering degree is required. - they just need a flight engineer license plus other items. I recall a commercial pilots license can count part way toward a flight engineers license.
One isn't required ( or wasn't back in 'the day) to be a LAME - my father left school at 14 and retired one. The term 'engineer' is not protected in Australia so the term can be used just about by anyone. I believe 'Professional Engineer' is the term where a degree is required to be able to use.
The early -200s with P&W engines had water injection. I think the theory was that the very slight amount of extra power just about offset the weight of the plumbing. It was a real pain to work out the take off data for, as you now had to account for loss of water to one engine, or more, in the V1 calculations. It wasn't used often, mostly places like Athens in summer. The engines really howled with it though..until the water ran out at about 2,000'. The RR engines had the same power without water, and were much nicer.
The depth of their knowledge on the aircraft was very impressive.
I had a restricted FE's licence. All Classic SOs did. Whether it would count at all on getting the unrestricted I don't know. 99% of the FEOs were QF LAMEs, licenced to actually work on the aircraft. Uni qualified engineers...not much use at all on an aircraft, though there are quite a few pilots with that qualification.
Just spoke to Kev. His other half on the exchange flew the F18, and he did carrier qualify.
What was the reason for pilot exchange?
I assume it that rumour was proven true, the headcount might drop back a few.
I believe JB747 is referring to the US and Australian Defence Forces who had what they called exchange postings, whereby they sent 40 or so of their selected personnel our way, and we sent the same number to the US. The exchange postings were usually for 3 years, like for like, eg pilots with similar quals, along with a range of other branches being swapped. This was the case when I was serving in the US in the late 70s, not sure if the scheme still exists these days.
I know, just wanted to know the reason behind it.
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