Ask The Pilot

[andmiz]

Prior to entering the airlines, a common type I flew was the Piper Chieftain, (counter rotating) and yes, JB is correct in that they were both critical. I wasn't aware this thread related primarily with long haul jets, when JB said 'any given aircraft' I thought he meant 'any given aircraft'.

Carry on.

 

[straitman]

Prior to entering the airlines, a common type I flew was the Piper Chieftain, (counter rotating) and yes, JB is correct in that they were both critical. I wasn't aware this thread related primarily with long haul jets, when JB said 'any given aircraft' I thought he meant 'any given aircraft'.

Carry on.

Interesting. I never knew that about the chieftain, or any other fixed wing for that matter.

Are there other types with similar unusual traits :?:

 

[markis10]

Interesting. I never knew that about the chieftain, or any other fixed wing for that matter.

Are there other types with similar unusual traits :?:

The A400M has similar unusual traits and is a modern design.

http://www.airbusmilitary.com/portals/0/Images/Aircraft/A400M/About/22.jpg

The V22 also has counter rotating, although it blurs the fixed wing lines! The PA44 Seminole also has counter rotating props in an attempt to eliminate critical engines, LO-360s in that case.

 

[jb747]

Prior to entering the airlines, a common type I flew was the Piper Chieftain, (counter rotating) and yes, JB is correct in that they were both critical. I wasn't aware this thread related primarily with long haul jets, when JB said 'any given aircraft' I thought he meant 'any given aircraft'.

Carry on.

I guess we can play word games, or you can tell us your story.

 

[legroom]

Hi JB,

My recent EK landing in AMS was given a go-around treatment when the asphalt was already visible to naked eyes.

Pilot explained that he 'lost contact' with the tower.

I didn't quite understand that explanation.

Could you kindly expand on what that captain may have referred to?

 

[andmiz]

you can tell us your story.

Certainly, I think an introduction is required. Long time listener, first time caller, but unfortunately my story isn't that long, I'm currently a First Officer for a regional airline operating the Dash 8, and previously have worked for low cap RPT and charter outfits through northern Australia.

Might I say that congratulations is in order to Straitman and the other mods here, with this thread running for close to 2 years, they're doing well to minimise drift, and I sincerely hope the success of the thread continues, along with JB's fantastic input!

 

[jb747]

Your aviation experience is from a section if the industry, and aircraft, that I know very little about, so hopefully you'll help out when questions come up about the regionals.

 

[jb747]

My recent EK landing in AMS was given a go-around treatment when the asphalt was already visible to naked eyes.

Pilot explained that he 'lost contact' with the tower.

I didn't quite understand that explanation.

Could you kindly expand on what that captain may have referred to?

Most likely he hadn't gotten a landing clearance, and the tower didn't answer when queried. The transfer to tower frequency often happens fairly late in the approach. Could have been finger trouble in the aircraft, inserting the wrong frequency, or equipment issues at either end. Many years ago Singapore tower lost comms when I was on finals due to a lightning strike, but they were very quick with the green light so we didn't need to go around.

 

[chrisb]

but they were very quick with the green light so we didn't need to go around.

I'm not sure I've seen the light references here before so here's a guide to save others asking or googling: Aviation light signals - Wikipedia, the free encyclopedia

 

[mjt57]

And this bit doesn't make sense:

For flashing white; "Land at this airport and proceed to Apron (NOTE: This is not a clearance to either land or taxi."

So, it's saying to land and taxi to apron, but follows up saying that it's NOT a clearance to do either...

 

[markis10]

And this bit doesn't make sense:

For flashing white; "Land at this airport and proceed to Apron (NOTE: This is not a clearance to either land or taxi."

So, it's saying to land and taxi to apron, but follows up saying that it's NOT a clearance to do either...

Its the light equivalent of continue approach, with separate clearances to be expected for landing and subsequent taxiing.

 

[legroom]

........The transfer to tower frequency often happens fairly late in the approach......

Thank you, JB.

This I did not know of.

I always thought it happens much early on.

********

Talking about airport landing lights (green / red) reminded me of the movie Die Hard (Bruce Willis).

Was that a totally fake thing .... being able to falsely manipulate the ground level to fool the landing aircraft ?

Is there any truth in that scene?

 

[markis10]

Thank you, JB.

This I did not know of.

I always thought it happens much early on.

********

Talking about airport landing lights (green / red) reminded me of the movie Die Hard (Bruce Willis).

Was that a totally fake thing .... being able to falsely manipulate the ground level to fool the landing aircraft ?

Is there any truth in that scene?

Tower airspace rarely goes beyond 10 miles, unless its in the movies.

 

[jb747]

So, it's saying to land and taxi to apron, but follows up saying that it's NOT a clearance to do either...

Add the word 'expect' and it probably makes more sense.

 

[docjames]

There's a discussion in a separate thread re: a QF 744 flying cusco to Easter island. (Cus-Ipc).

Given the altitude at Cus, how much of a payload limitation will there be? Would a fuel stop be required or will a 744 make ipc with viable payload?

Stats here:

http://www.australianfrequentflyer.com.au/community/showthread.php?p=811538#post811538

 

[jb747]

There's a discussion in a separate thread re: a QF 744 flying cusco to Easter island. (Cus-Ipc).

Given the altitude at Cus, how much of a payload limitation will there be? Would a fuel stop be required or will a 744 make ipc with viable payload?

Off the top of my head, you'd be looking at a 15-20% performance reduction.

The engines would produce less power, and because of the IAS TAS relationship, you'd need to accelerate about another 13% for your Vspeeds. But, the engine performance loss would be offset somewhat by the removal of any of the normal derating. The runway is decently long, which would help.

A 4000 miles sector isn't long, so the required fuel load would be in the order of 100 tonnes. Plus there won't be any cargo, and the pax load is reduced anyway. My guess is that you could probably operate up to around 330 or so tonnes, and you could well have an actual weight of around 310T.

it wouldn't be viable for normal RPT, but I can't see an issue for a charter.

 

[Bjet]

Have the pilots have "disagree" with the air traffic controller when the pilots are in the other countries airspace?

 

[mjt57]

So, I'm doing the 128 ex HK on 28/04.

How did you get to HK? Were you pax'ed there? If so, didn't they have crew from the original flight into HK to take it back to Oz?

 

[Simo]

From my memory you have the DXB flight coming up.

How is the trip reporting.

Has there been any maintenance issues due to the sand in DXB

 

[jb747]

How did you get to HK? Were you pax'ed there? If so, didn't they have crew from the original flight into HK to take it back to Oz?

After a long break from flying, I needed to do a sim and a sector with a training Captain. So, another bloke in the same position operated up and will pax back, and I do the reverse.