Ask The Pilot

[Major]

Pilots - how do you rate the king and Queen of Thailand effort in flying the B737 into Butan's Paro airport (notoriously tricky to land into)

I suspect the Drukair pilot hovering behing them had a lot to do with it

 

[AviatorInsight]

Pilots - how do you rate the king and Queen of Thailand effort in flying the B737 into Butan's Paro airport (notoriously tricky to land into)

The fact that he’s 72 and still flying is impressive in itself. Having never been to Paro, he’s done a better job than I could do. Although, flying a 737 in the Pilbara is pretty much the same right? (I’m joking in case that didn’t come through)

 

[jb747]

JB, what was the longest flight you piloted in the A380? Just wondering how tired you were at the end of these flights and how much more tired will the pilots flying the Project Sunrise flights likely be?

The longest, predictably, was Dallas to Sydney, which clocked in at 16:58. There were a number of others, (Sydney-Dubai) that were in the 16:45 region, though I expect they had appreciable holding. It's not just flight time that you need to consider, but duty period. Even back on the 747, I hit 20 hours a couple of times, when things had gone wrong at the departure end, or we'd had to divert.

How tired you are isn't a direct function of the flight's length. I'm sure that some of AV's domestic days leave him pretty shattered, I know that the 767 domestic operation could be more tiring than international. Early starts, no real chance to get a break. Day after day.

With regard to the ULR ops, much will depend upon the quality of the crew rest provisions. I expect that they'll go with the cheapest possible option, and that means that there's unlikely to be the sort of setup that the 380 has. No matter what is there, it's likely that on many occasions the crew (or individuals with the crew) will be arriving in an extremely tired state.

Remember, in the incident reports, there's no such thing as fatigue...it's always crew error.

That is going to interesting - I heard that Boeing was sending aircraft back to the U.S. from their China acceptance/handover centre but wasn't sure what types. I guess they would have to reconfigure the cabins for whoever takes them next.

From what I gather it's all types. Basically nothing to be accepted. And if it stays that way, there goes a very big market.

 

[jb747]

I suspect the Drukair pilot hovering behing them had a lot to do with it

If you aren't in a control seat, there's a limit to how much influence you can have.

 

[RSD]

The longest, predictably, was Dallas to Sydney, which clocked in at 16:58. There were a number of others, (Sydney-Dubai) that were in the 16:45 region, though I expect they had appreciable holding. It's not just flight time that you need to consider, but duty period. Even back on the 747, I hit 20 hours a couple of times, when things had gone wrong at the departure end, or we'd had to divert.

How tired you are isn't a direct function of the flight's length. I'm sure that some of AV's domestic days leave him pretty shattered, I know that the 767 domestic operation could be more tiring than international. Early starts, no real chance to get a break. Day after day.

With regard to the ULR ops, much will depend upon the quality of the crew rest provisions. I expect that they'll go with the cheapest possible option, and that means that there's unlikely to be the sort of setup that the 380 has. No matter what is there, it's likely that on many occasions the crew (or individuals with the crew) will be arriving in an extremely tired state.

I guess things like turbulence during rest periods would also affect the quality of rest too?

Are there many occasions where the F/O has the need to consult the captain during the captain's rest period?

 

[jb747]

I guess things like turbulence during rest periods would also affect the quality of rest too?

They certainly do. You might even need to consider the known areas of turbulence whilst writing the roster.

Are there many occasions where the F/O has the need to consult the captain during the captain's rest period?

Not really. Basically, if you need to call someone back from the crew rest, then things are happening which will probably preclude you getting to destination anyway, so the roster goes by the wayside. Any aircraft issues, you expect to be handled, though you might need to come back for the aftermath. For instance, a generator failure on the 380, I’d simply expect to be told about when the roster cycled. An engine failure, you’d expect to be called once the engine was secured and the descent started. As Captain, you felt every minor bump and niggle anyway, so you might notice without being called. I recall getting the FO out of the bunk on one occasion, when we had some flight control computer issues, and I wanted everyone on deck.