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The great big "ask an airline pilot" thread!

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Comments

  • Registered Users, Registered Users 2 Posts: 1,212 ✭✭✭Delta Kilo


    RobAMerc wrote: »
    hi,
    lastly - could it rain hard enough to cause engines water issues ?

    Generally no, unless it is an unreal deluge of rain/water.

    When the rain hits the fan blade, centrifugal force pushes the water to the edge towards the fan shroud and the water ends up blowing through the bypass, never going in to the core.

    I dont know if it is design or coincidence that causes that, but either way that is what happens.


  • Registered Users, Registered Users 2 Posts: 1,787 ✭✭✭xflyer


    Scholar:
    Ya know in Top Gun when Tom Cruise slams on the brakes....
    In theory but nothing in Top Gun is real. It's just a movie. The F14 could have tracked the enemy nearly two hundred miles away have shot down the 'Mig' over a hundred miles away. They would never get that close. It bears no resemblance to real air combat. Great fun to watch though.

    RobAMerc
    3 - on modern air liners do you manually trim the plane or is this done automatically ?
    Not just airliners, even well equipped light aircraft can have that. There's always a manual back up though.
    4 - why dont they introduce a scales in the undercarrige in order to give an exact takeoff weight to the pilot rather than have him estimate it.
    Suggest it to Boeing and Airbus. But it's not practical anyway. Easier to work it out.
    lastly - could it rain hard enough to cause engines water issues ?
    Yes in fact it has happened at least once. DC9 I think. The recommendation now is to turn on the engine ignitors in heavy rain. Normally they're only on for start up and switched off in flight because combustion is self sustaining. Like a blow torch.


  • Registered Users, Registered Users 2 Posts: 708 ✭✭✭A320


    I dont think those dc9 jt8d engines would even have a bypass,if so,nothing on the scale of a modern turbofan,thus a problem


  • Registered Users, Registered Users 2 Posts: 1,787 ✭✭✭xflyer


    Actually the JT8D is what's called a low bypass engine. In later models they increased the bypass ratio slightly.


  • Registered Users Posts: 351 ✭✭globemaster1986


    hello.
    my dream is to be a commercial pilot.
    im in leaving cert at the moment.
    i saw adds for cources in waterford pilot training college and cork atlantic.
    im just wondering which is "better" in terms of having contacts to getting a job after your qualified. i also saw waterford help you aquire loans do atlantic do this if ye know.
    what age is it to start the atpl my neighbours nephew said 21 but my friends brother said 18 they are both pilots so dona how i got different answers.
    oh and im looking air traffic control aswell is it hard to get a job in that sector
    thanks very much in advance

    Just sat the air law ATPL exam last month so:D:

    Minimum age for an ATPL holder is 21, Maximum 59. Minimum age for a CPL holder is 18 years old. So you can sit the ATPL exams before age 21 but the ATPL itself will be "frozen" until you reach the age of 21 and fulfill the minimum hours requirements (which is 1,500 hrs but there are also stipulations on so many hours PIC, XC, instrument etc etc)


  • Moderators, Motoring & Transport Moderators Posts: 9,948 Mod ✭✭✭✭Tenger


    cuterob wrote: »
    i think it's to do with being in an emergency situation that the emergency lighting can be seen and people can escape easier

    Having the lights dimmed or off allows pax vision to adjust to the ambient light levels outside, so if they have to evacuate they will not be blinded by glare or night blind when they get to the exit door.


  • Registered Users, Registered Users 2 Posts: 758 ✭✭✭Lustrum


    Do you find that the interface for the onboard systems differ much on modern aircraft these days? Would the A330 guys fell that they could hop into a 777 and fly it no problem, or would there be a lot of new stuff to learn in a conversion?


  • Closed Accounts Posts: 821 ✭✭✭eatmyshorts


    Lustrum wrote: »
    Do you find that the interface for the onboard systems differ much on modern aircraft these days? Would the A330 guys fell that they could hop into a 777 and fly it no problem, or would there be a lot of new stuff to learn in a conversion?

    I have done an A330 to B777 conversion. The actual flying of an aircraft doesn't differ greatly from type to type and only accounts for maybe 5% of what has to be learned.
    The difficult bit is learning new systems and operating procedures and in the case of going from an Airbus to a Boeing or vice versa, new operating philosophies.


  • Registered Users, Registered Users 2 Posts: 758 ✭✭✭Lustrum


    As both Aer Lingus and British Airways have both recently offered cadetships, how do you feel about the way flight training has gone and in particular having to pay for a type rating?

    There's a lot of negative comment about it on pprune, but if Ryanair and €28k for a type rating is your only option (particularly if you haven't done either OAA or FTE integrated course) are there any other routes open to people who are taking the modular route in Ireland?


  • Registered Users, Registered Users 2 Posts: 289 ✭✭searescue


    How many RTO's would an avergae short-haul captain execute in a year/career?

    Are they common?


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  • Registered Users Posts: 205 ✭✭wittymoniker


    searescue wrote: »
    How many RTO's would an avergae short-haul captain execute in a year/career?

    Are they common?

    Outside the sim? Minimal, think I've had two in many thousands of takeoffs.


  • Registered Users Posts: 284 ✭✭XWB


    searescue wrote: »
    How many RTO's would an avergae short-haul captain execute in a year/career?

    Are they common?

    I had 3 over my whole career.

    One was a burst tire and the other 2 were airspeed disagree.


  • Registered Users Posts: 63 ✭✭Priority Right


    Lustrum wrote: »
    As both Aer Lingus and British Airways have both recently offered cadetships, how do you feel about the way flight training has gone and in particular having to pay for a type rating?

    There's a lot of negative comment about it on pprune, but if Ryanair and €28k for a type rating is your only option (particularly if you haven't done either OAA or FTE integrated course) are there any other routes open to people who are taking the modular route in Ireland?

    I don't agree with people having to pay for type ratings. But I also don't agree that people should be put down for doing so. If there were plenty of instructing jobs or turboprop jobs going and someone paid for a type rating/line training then I can understand why everyone is angry. But there are very very few instructing or turboprop jobs going. I was unemployed for 2 years and people told me to get a freighter job. Eh yeah I'd love that if there was any available. People send out hundreds of C.V's with very few replys. Asia and Africa are even swamped with pilots. Look at Maun and places like that. Now there are 10 pilots for every 1 job there and that's in Botswanna never mind turboprop in Europe where hundreds apply for 1 position.

    If you have a job lined up and have to pay for a type rating you'd be mad to turn it down because if you do they'll just turn to the next guy and he will pay and he'll earn it back in 6 months working.


  • Registered Users Posts: 56 ✭✭lazywhole


    Great Thread !!

    Whats the typical long haul roster. How many days off would you have off between trips ?


  • Registered Users Posts: 284 ✭✭XWB


    lazywhole wrote: »
    Great Thread !!

    Whats the typical long haul roster. How many days off would you have off between trips ?

    Fly out say 11am Irish Monday

    Arrive the other end in NY say at 12:30 - 1 EST Monday.

    You are then in NY until Tuesday evening and you fly back and arrive in Dublin 6-7am Wednesday morning.

    Usually You'd do it all again Friday.

    You'd do may 3 of them and then have about 4 days off and go again.

    That was approx the roster I had in Aer Lingus when I left. It varies with seniority kind of.


  • Registered Users Posts: 30 787Dreamliner


    did you find the trip's across the pond quite long and boring?? what was the crew's workload like during the cruise.?? what else would ye do during the flight.? apart from the normal position and fuel checks ect..

    what was the longest flight you have done..?


  • Registered Users Posts: 284 ✭✭XWB


    did you find the trip's across the pond quite long and boring?? what was the crew's workload like during the cruise.?? what else would ye do during the flight.? apart from the normal position and fuel checks ect..

    what was the longest flight you have done..?

    No they were never boring. Over the years you get used to it. As they say when you've been somewhere once the trip the next time is always quicker.
    In any case we were busy monitoring everything. Generally speaking the rule of thumb is "if you are doing nothing you are doing something"...something wrong that is. You would be monitoring instruments to make sure they were reading properly and looking at fuel to make sure it was lower than when you last checked, various Ts&Ps, altitude, speed, course, time, ETA revision, checking on delays, weather on route and the possibility of having to go over or around it etc, and in the last hour or so of cruise going over arrival and expected or advised approach procedures.

    Longest flight I did was the old DUB - LAX...12 hours over, about 10 and a bit back. The odd occasion you got a relief crew(odd occasion some FO fresh off TR would be slotted in to get some experiance in the 747 or A330[it was abig a320 so the more recent ones didnt need much] in the seat with a training Captain..that gave the SFO and Captain a chance to go get a cuppa or stretch his legs..we rarely slept..well I never did).
    The DUB - SFO was long enough too mind you.


  • Registered Users, Registered Users 2 Posts: 708 ✭✭✭A320


    Iv a question for an airbus driver,can you explain that the expedite button on the FCU does??? Thanks


  • Registered Users Posts: 284 ✭✭XWB


    A320 wrote: »
    Iv a question for an airbus driver,can you explain that the expedite button on the FCU does??? Thanks

    It gets you to your altitude in best time by adopting the best climb speed. So if you really want to get to 20,000 fast you select 20,000 and hit exped and the aircraft will adopt best climb speed to get you up there as quick as it's little wings can.

    I should point out that it also works with decent...however it would be used more in the climb in my experiance...as you dont want to decend too fast with pax onboard! ;)


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  • Registered Users, Registered Users 2 Posts: 708 ✭✭✭A320


    Thank you xwb


  • Registered Users Posts: 30 787Dreamliner


    Thanks xwb, i guess no matter how long the flight is you would always be doing something and kept busy, have you ever experienced any sort of emergency will say half way over the atlantic.??


  • Registered Users Posts: 284 ✭✭XWB


    Thanks xwb, i guess no matter how long the flight is you would always be doing something and kept busy, have you ever experienced any sort of emergency will say half way over the atlantic.??

    No technical emergency in the "void" thank god.. but there was a few sick passengers who were generally ok until we got to the other end(airline food).
    There have been a few on the other end..or on this end..but none in the middle. There was one when I was flying into O'Hare. We were decending to FL150 and we got a warning light on a proximity switch for one of the forward doors. We carried out an emergency decent to 5000 and requested direct finals(Pan call). We landed and the guys on the ground had a look but they couldnt find a fault in the door or in the warning system. Just another one of those curious things airplanes tend to do....keep you on your toes.

    I've had a few awkward moments in the air with equipment. After the 1st few you stop caring what the airplane does to be honest and adopt the attitude that all nav equipment and aircraft hardware is installed for the express purpose of failing or being a pain the arse. Anybody who has flown for a while will know that aircraft have personalities!..and you start to get the distinct impression that your equipment is trying to catch you out unless you keep an eye on it!;)

    Dont even get me started on the radios and intercom!:rolleyes:


  • Registered Users Posts: 30 787Dreamliner


    seems like the a330 kept you on your toe's alright;) you said that aircraft have personalities, was there any of EI a330's you prefered to fly..? i think they have 4 a330's is that wrong.?


  • Registered Users Posts: 284 ✭✭XWB


    seems like the a330 kept you on your toe's alright;) you said that aircraft have personalities, was there any of EI a330's you prefered to fly..? i think they have 4 a330's is that wrong.?

    They have 7. 4 300s and 3 200s.

    Some were nicer than others to fly. Not sure I want to tell people publically ;)


  • Registered Users Posts: 30 787Dreamliner


    Some were nicer than others to fly. Not sure I want to tell people publically ;)[/QUOTE]
    ya true it wouldn't be good idea id say:p

    have EI still been asking you to come pack to fly.???


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  • Registered Users, Registered Users 2 Posts: 782 ✭✭✭useless


    Great thread, thank you to all the contributors.

    Probably a ridiculously stupid question, but...

    I've often taken off say, 30 minutes late, the captain/FO comes on the intercom when the plane gets into the cruise & apologises again for the late takeoff & says something along the lines of 'trying to make up the time in the air', then we end up landing & on stand more or less on time.

    Is this just done when the crew realise they've a favourable tailwind/have been given ATC clearance for a more 'direct' route to destination or is it just the pilot putting 'pedal to metal', to use a motoring analogy? Or something else?


  • Registered Users Posts: 284 ✭✭XWB


    useless wrote: »
    Great thread, thank you to all the contributors.

    Probably a ridiculously stupid question, but...

    I've often taken off say, 30 minutes late, the captain/FO comes on the intercom when the plane gets into the cruise & apologises again for the late takeoff & says something along the lines of 'trying to make up the time in the air', then we end up landing & on stand more or less on time.

    Is this just done when the crew realise they've a favourable tailwind/have been given ATC clearance for a more 'direct' route to destination or is it just the pilot putting 'pedal to metal', to use a motoring analogy? Or something else?

    For a major airport like JFK you will have a slot due to the volume of traffic(many times we were told to "continue approach number 6") . You arrive and land in your slot and in airports like that it is very much enforced and it is rare they will let you in earlier unless there is a slot available from a delayed or cancelled flight. So when you depart your airport you are basically going at a speed that will get you there in and around your slot to land. If you have a tailwind and fly faster you will have to slow down to not arrive too early. For example ATC will tell you "Do not cross Bangor, Maine earlier than 1400Z" which means you cannot cross that nav point etc before then.
    If you take off late however you can put the foot down and speed up and may fly faster and make your slot by making the time up as you dont have to slow down and also you still have a slot to keep. Eventhough you are say 30mins - and hour late you could still make it. An A330 going JFK - DUB with an decent tail wind could get across in 4 hours if the taps were open(when Donnacha O Callaghan's wife went into labour he was rushing back from UNICEF work in Haiti and flew form NY to Shannon. The Aer Lingus crew got permission to fly full whack and were in Shannon 4h 20mins after departure). Sometimes with a godd tailwind you have to slow down to stay sub-sonic!
    Slots for Dublin generally are fairly loose as the traffic volume isnt huge in comparison to other airports and they can fit you in. But going to a big US airport you must keep to your slot. If you arrive earlier than planned they wont let you into the pattern and you'll have to hold for however long. Thing is more times that not you have a headwind going west and a tail wind going east. Generally with the Shannon stop over you just show up...they expect you when they see you! :D

    Dreamliner - Yes they have. I was asked directly by a Current Captain last week if I'd go back. I'll see what offer is put on the table.;)


  • Registered Users, Registered Users 2 Posts: 9,577 ✭✭✭lord lucan


    Ever seen any UFO's?:pac::pac:

    On a serious note,what's been your favourite approach in terms of scenery/visual spectacle?


  • Registered Users, Registered Users 2 Posts: 1,787 ✭✭✭xflyer


    I've often taken off say, 30 minutes late, the captain/FO comes on the intercom when the plane gets into the cruise & apologises again for the late takeoff
    If it's Ryanair there is a built in buffer. Recently I was on a flight where we took off 45 minutes late. We still arrived early, noticeably early.


  • Registered Users, Registered Users 2 Posts: 985 ✭✭✭APM


    lord lucan wrote: »
    Ever seen any UFO's?:pac::pac:

    On a serious note,what's been your favourite approach in terms of scenery/visual spectacle?

    My favourite approach to fly is the VOR (offset) approach to RWY32, Haugesund in Norway. Beautiful scenery coupled with a 3.4 degree approach slope and a 4degree offset. Lots of fun

    6062382292_6af2915b89_d.jpg


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  • Closed Accounts Posts: 123 ✭✭NiallMH


    XWB - Was there ever any times where maybe halfway through a longhaul when you didn't have too much to do except talk to the other pilot, that you literally could not find anything to talk about and had to stay confined to your small cockpit in a massively awkward moment?


  • Registered Users Posts: 63 ✭✭Priority Right


    lord lucan wrote: »

    On a serious note,what's been your favourite approach in terms of scenery/visual spectacle?

    Dubrovnik rwy 22. Nice scenery, challenging, high ground and when you get there all the women are hot. It's a win win.


  • Registered Users Posts: 284 ✭✭XWB


    NiallMH wrote: »
    XWB - Was there ever any times where maybe halfway through a longhaul when you didn't have too much to do except talk to the other pilot, that you literally could not find anything to talk about and had to stay confined to your small cockpit in a massively awkward moment?

    No we usually had something to chat about!

    Lord Lucan -
    Ever seen any UFO's?pacman.gifpacman.gif

    On a serious note,what's been your favourite approach in terms of scenery/visual spectacle?

    No comment on the 1st bit.

    As for spectacle....well you never get tired of seeing the sun come up over the horizon coming home from the states.

    Also I remember seeing some Stratocumulolenticularis cloud(spelling is wrong no doubt) over the Alps a few times.


  • Registered Users Posts: 30 787Dreamliner


    As for spectacle....well you never get tired of seeing the sun come up over the horizon coming home from the states.

    Also I remember seeing some Stratocumulolenticularis cloud(spelling is wrong no doubt) over the Alps a few times.[/QUOTE]

    WOW!!! id say you have seen some amazing sights over the years:).. i hope i will be as lucky as you someday:D


  • Registered Users, Registered Users 2 Posts: 1,787 ✭✭✭xflyer


    With WXB on this, I don't do the transcontinental stuff. But no day is the same, even in Ireland. There are times when you look out the window and see the sunset, or you're above a cloudscape that takes the breath away. Sometimes it's so otherwordly you forget you're hungry and tired and want to go home. When you've been sitting in that cockpit for the last eight hours.

    Sometimes you think it's worth the BS. Most of my working life is on video often set to music. Looking back, you wonder why you were so fed up.

    I miss it when it's gone, hate it when it's there.

    Seeing the sun set in the air and then seeing it set on the ground is magic.


  • Registered Users Posts: 30 787Dreamliner


    xflyer wrote: »
    With WXB on this, I don't do the transcontinental stuff. But no day is the same, even in Ireland. There are times when you look out the window and see the sunset, or you're above a cloudscape that takes the breath away. Sometimes it's so otherwordly you forget you're hungry and tired and want to go home. When you've been sitting in that cockpit for the last eight hours.

    Sometimes you think it's worth the BS. Most of my working life is on video often set to music. Looking back, you wonder why you were so fed up.

    I miss it when it's gone, hate it when it's there.

    Seeing the sun set in the air and then seeing it set on the ground is magic.

    Reading this and xwb posts would fuel anybodys desire to be a pilot:) makes me want it more then anything, thanks guys:D


  • Registered Users, Registered Users 2 Posts: 1,787 ✭✭✭xflyer


    Don't be fooled, there are times when I actively hate it. It can be a nightmare. I haven't flown much lately. I don't miss it.

    But then again...........it defines me. So how do I leave it behind? Even XWB is looking to go back.

    Don't have illusions about the job. But then 787 it's too late for you.


  • Registered Users Posts: 284 ✭✭XWB


    Reading this and xwb posts would fuel anybodys desire to be a pilot:) makes me want it more then anything, thanks guys:D

    It can be a bit mundane but sure there are bits I wouldnt give back. Although I complain about it a bit, I met my wife in the air and my sister met her husband there too. My daughter met her husband there too(funny story). I am forever linked into Aer Lingus and aviation. Not a day goes by I dont have something Aer Lingus related float into my routine.

    And I may be back for an encore...who knows! :rolleyes:


  • Registered Users, Registered Users 2 Posts: 1,787 ✭✭✭xflyer


    I didn't meet my wife in the air but my being a pilot impressed her. She soon learned otherwise. I too have Aer Lingus figure large in my life. Most of my working life was somehow connected to Aer Lingus. I still have an Aer Lingus ID which opened a lot of doors for me and I have family in Aer Lingus.

    I even applied for a job there not so long ago.

    Typical of my generation.


  • Registered Users Posts: 30 787Dreamliner


    i understand that it is not all what its said to be, but i guess its moments like ye have said when ye see them amazing sights makes it all worth while:)

    im not rushing to be a pilot, although i did apply for the cadetship with EI but had no luck... i current am doing my ppl and am at a solo standard and loveing every minute of it:) i plan to get my ppl and have some fun with that maybe visit a few airports around the country:D


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  • Registered Users Posts: 284 ✭✭XWB



    .....i plan to get my ppl and have some fun with that maybe visit a few airports around the country:D

    Dont go to Galway..they wont give you fuel!:rolleyes:

    But club and private flying is the best type...see how many airports you can get. Try and collect them all haha.


  • Registered Users Posts: 30 787Dreamliner


    XWB wrote: »
    Dont go to Galway..they wont give you fuel!:rolleyes:

    But club and private flying is the best type...see how many airports you can get. Try and collect them all haha.

    Or shannon they dont have av-gas:rolleyes: haha ya try and get them all except
    dublin couldn't imagine them been too happy with an 172 asking to do a "Touch n GO" haha:P


  • Registered Users Posts: 284 ✭✭XWB


    Or shannon they dont have av-gas:rolleyes: haha ya try and get them all except
    dublin couldn't imagine them been too happy with an 172 asking to do a "Touch n GO" haha:P

    Declare an emergency!

    I did that in Baldonnel..I asked Mil Radar if I could have a touch and go and they said the could only get me in with an emergency..so I called up the tower and declared an emergency and asked to land and they asked me the nature of my emergency was..and I replied "what kind of emergency would you like me to have?"..i landed..rolled down the runway and then said it was all ok and carried on off again! :D

    See if they think you know what you are doing they are very flexible!


  • Registered Users, Registered Users 2 Posts: 11,947 ✭✭✭✭scudzilla


    XWB wrote: »

    Longest flight I did was the old DUB - LAX...12 hours over, about 10 and a bit back.

    I've noticed this for some time now, flights out are longer than flights back.

    Why is this?


  • Registered Users, Registered Users 2 Posts: 1,980 ✭✭✭Growler!!!


    scudzilla wrote: »
    I've noticed this for some time now, flights out are longer than flights back.

    Why is this?

    In simple terms the wind is behind you on the way back from the US. If you have a look at the pic below, the green lines represent the centre of the Jetstream. The long one at the centre is at FL350, the highest speed I can see is 130kts. (Triangles = 50kts. Lines = 10kts)


    PGNE14_00_CL.gif


  • Registered Users Posts: 134 ✭✭LOccitane


    In simple terms the wind is behind you on the way back from the US. If you have a look at the pic below, the green lines represent the centre of the Jetstream. The long one at the centre is at FL350, the highest speed I can see is 130kts. (Triangles = 50kts. Lines = 10kts)
    Indeed - although I can recall having at least equal in length, or even a more rapid Westbound T/A flight compared with the return Eastbound sector at least once in the past few years. The last few winters have seen pressure patterns similar to those of the 1960/80s. When Northern Blocking kicks in, JFK-DUB sectors for example can easily take up to 6 Hours.

    This is a fantastic thread all round. A question for XWB - what was the worst incidence of turbulence that you came across in your flying career and was it anticipated?

    Thanks,

    LOccitane


  • Registered Users, Registered Users 2 Posts: 3,941 ✭✭✭pclancy


    On some of the newer GA aircraft i've flown in there's a little jack on the panel labelled "Line In" where you can connect up your MP3 player or walkman :) Its awesome having a little pink floyd on low in the background as you fly, I often wondered is there any chance you're allowed a little music in the cockpit of a commercial bird for your listening pleasure?


  • Registered Users, Registered Users 2 Posts: 1,980 ✭✭✭Growler!!!


    pclancy wrote: »
    I often wondered is there any chance you're allowed a little music in the cockpit of a commercial bird for your listening pleasure?

    No, Never - we are professionals and let nothing distract us.









    (But. If somebody has left Radio 1 [252kHz] great for sports, or Absolute radio [1215kHz] tuned on ADF box 2 then its hard not to listen in a bit:D.)


  • Registered Users, Registered Users 2 Posts: 623 ✭✭✭David086


    Here's a question for XWB. Which era did you prefair flying? Do you prefair flying back in the days or more modern times?


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  • Registered Users Posts: 284 ✭✭XWB


    David086 wrote: »
    Here's a question for XWB. Which era did you prefair flying? Do you prefair flying back in the days or more modern times?

    The old days are always the best! ;)
    This is a fantastic thread all round. A question for XWB - what was the worst incidence of turbulence that you came across in your flying career and was it anticipated?

    Worst was I'd say flying into boston we were thrown about a fair bit.

    Then there was winshear at JFK...we lost 35kts on approach once. We were warned of it by prior reports...which as I pointed out to the Captain at the time means it isnt windshear anymore...it's just a rapid change in wind speed or direction!:D


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