Interesting. I've seen several hundred pilots in my travels last month, and I'd say no more than five of them hats on, which surprised me. I'm guessing a lot of pilots are pressured into having them off (peer pressure happens at all ages), when they'd really prefer to have them on.
Not sure "pressured" is the right word. Most pilots do it to show solidarity with their fellow pilots, so they're not being "pressured" into doing it. Some folks may like wearing their hats more (the folically challenged?) so it takes a little more effort from them. But for me, I love it. When we go Hat's-ON, that's when I have to make a conscience effort to take it with me on a trip
Those still wearing their hats right now usually have issues with ALPA or are management pilots.
__________________
These views are my own and do not represent the views of United Airlines or the ALPA.
This may have been answered already. As we were landing in MEL a few weeks ago, the fact that Ch 9 was on allowed us to hear ATC say there was a lot of smoke on landing. It turned out to be a "burst tire," about which we wouldn't have known otherwise as we taxied smoothly to the gate after a short wait (undoubtedly to check out the situation).
We were in the upper deck and I'm not surprised we didn't feel a thing. A 744 rides a little differently from our Toyota RAV4.
Are flat tires on landing fairly common? As I said, it was all so smooth that we never would have known had not the pilot been kindly making Ch 9 available.
This may have been answered already. As we were landing in MEL a few weeks ago, the fact that Ch 9 was on allowed us to hear ATC say there was a lot of smoke on landing. It turned out to be a "burst tire," about which we wouldn't have known otherwise as we taxied smoothly to the gate after a short wait (undoubtedly to check out the situation).
We were in the upper deck and I'm not surprised we didn't feel a thing. A 744 rides a little differently from our Toyota RAV4.
Are flat tires on landing fairly common? As I said, it was all so smooth that we never would have known had not the pilot been kindly making Ch 9 available.
Cheers,
Fredd
I've gotten a flat tire landing one time on a HKG-SFO. The pilot requested a high speed take-off from HKG. When we were approaching SFO the pilot said that lound pop in HKG was a flat tire. He assured us that we were perfectly safe but the FA's went to each exit door reinforming the passengers about the procedures.
Like Fredd said it was the smoothest landing I've ever felt.
__________________
Dear UA,
Please find a way to stop StarNet blocking.
Question for Gumpfs since you fly the 777's. I see that UA's new IAD-Dubai route will be operated with a 777. The westbound flight is showing to be 7,063 miles with a flight time of about 15 hours. Is this pushing the operational capability of the 777-200ER? I've heard that some westbound flights from IAD to Asia once a while need to make a fuel stop during strong winds and I wondered whether this is going to be a possibility with the Dubai flights? Thanks!
It's certainly near the operational limits of the airplane. Many factors come into play besides just the mileage, including the winds enroute, the alternates required on the overwater segment, as well as the weather and alternates required at the destination.
So if hats are "off", you don't even carry it with you? One less item to carry and keep track of is always a good thing.
They actually ask us to carry it with us in case a management pilot asks us to put it on. I'm a commuter so it's more a pain to carry it than just wear it, so I leave it at home as a nice table-top item
__________________
These views are my own and do not represent the views of United Airlines or the ALPA.
The other day on a flight from IND to ORD, channel 9 was on and as we were turning over Lake Michigan toward runway 28, I saw an MD80 appear and coming towards us. At about the same time, ATC alerted both pilots to each other, one at 5K' and us at 6K'. He flew directly under us and probably as close, other than parallel landings, that I have ever encountered. What was interesting was that both pilots acknowledged to ATC the presence of the other plane and both seemed very calm, even though our paths crossed within 5 seconds.
Was this because both planes already spotted the other on TCAS much earlier than the alert from ATC?
Yesterday, I had my first go around on a 777.
Is the default altitude you climb to always 4K or does that depend on the environment/airport?
Also, how much thrust do you use during this (or does that depend on the situation) and do you need to make immediate modifications to the flaps?
Last edited by dimramon; Jun 4, 08 at 10:58 pm.
Reason: spelling
The other day on a flight from IND to ORD, channel 9 was on and as we were turning over Lake Michigan toward runway 28, I saw an MD80 appear and coming towards us. At about the same time, ATC alerted both pilots to each other, one at 5K' and us at 6K'. He flew directly under us and probably as close, other than parallel landings, that I have ever encountered. What was interesting was that both pilots acknowledged to ATC the presence of the other plane and both seemed very calm, even though our paths crossed within 5 seconds.
Was this because both planes already spotted the other on TCAS much earlier than the alert from ATC?
1000' separation is normal altitude separation, so there was nothing strange going on. That's why the pilots were nonchalant about it, it was standard procedures. ATC will call out traffic time permitting just for our SA, but they don't have to.
Quote:
Originally Posted by dimramon
Yesterday, I had my first go around on a 777.
Is the default altitude you climb to always 4K or does that depend on the environment/airport?
Also, how much trust do you use during this (or does that depend on the situation) and do you need to make immediate modifications to the flaps?
Normally we go to Takeoff thrust on a go-around, but we can do a "soft" go-around using less power if we aren't climbing very high. We climb to different altitudes based on the airport and tower instructions. They could tell us to fly the published missed approach instructions, but usually they just give us an altitude and heading to fly until we get back with approach. Each jet is different procedurally on a go-around, on the airbus we bring the flaps up one setting as we initiate the go-around. We bring them all the way up once we accelerate at our level off altitude or above 1500" agl.
__________________
These views are my own and do not represent the views of United Airlines or the ALPA.
Last edited by aluminumdriver; Jun 3, 08 at 10:26 pm.
It really says bound? Wow that is so old school these days ... I'm amazed at the requisite record keeping as I know I'd forget every third or fourth flight just because and would always be struggling to keep up with the reconciliation. Excellent that you and others can keep this up so completely.
Actually, it's been a long time since I knew this, chapter & verse, so maybe things have changed in the recordkeeping dept. I don't really know for sure. I do, though, keep a bound logbook with every hour & minute I fly, every airplane type, N-number, departure and destination, takeoff, landing, night flight time, instrument approach, and IMC time (IMC means Instrument Meteorological Conditions, restricted visibility). Like many MANY things in aviation and life in general, better to have it and not need it than need it and not have it.
Feel free to ignore this one ... is the time is here b/c you're being proactive or you're expecting the time to be soon given the current (and ongoing) issues with UA? (I'd be sorry to hear that proactive changes in employment are taking place and we're losing the cream of the crop in the process, but I wouldn't be entirely surprised either )
We all have people whom depend on us for one thing or another. I have a responsibility to my family to provide all those things that fall under "the hierarchy of human needs." You can find that stuff in a Google search of Abraham Maslow, a humanistic psychologist.
I can't say with any certainty that the company who's airplanes I fly will be a source of steady employ for me, so I'm prepared to do what I have to do. My resume and logbooks are up to date. Simply put, I'm actively looking for other work.
No regrets; I've had several great years at United and, even though I thought I'd found my lifelong career when I got hired in 1986, I've had the threat of "give it up or take the blame" cast over my head long enough that I am over it, I'll leave on my own terms rather than United's.
Until then, though, I'm just as dedicated to my crew & passengers as ever.
Another day like yesterday, though, and........
Freshairborne
__________________
These are my own observations and/or opinions, and not necessarily those of the Air Line Pilots Association or UAL Corp.
Programs: Went to bed 2P, woke up 1P on 11/06/09 itins in place for 1K
Posts: 3,034
Do Captains & FOs find beauty in the clouds?
Quote:
Originally Posted by l'etoile
Next time you decide to drive between Northern and Southern California be sure to checkout the contrails over Avenal. Major intersection easily visible from the ground on a nice day.
Thanks, not too often I make it down that way (my wife & kids are much more into trips to Disneyland than I am) and tend to think I'm a bit crazy because I think such things are interesting and even beautiful.
Or am I the only person who's ever looked up at jet trails and followed them backward, looking at the way they appear solid in some places, puffy and blown out in others?
Heck, I'm one for looking at clouds from the plane as well. And still wondering why some seem to have such cleanly-defined edges, while others just kinda fade away.
Bringing this back on topic, I guess the question would be whether any of the flight crew folk pay much attention to such things, or if it's just same-old same-old after the first couple hundred trips?
I was on Ted 1435 tonight and it seemed to be the bumpiest approach/landing in a while (for me at least) with winds gusting to 41. The plane behind us reported wind shear and went around as we landed.
While I'm sure gumpfs can do a much better job of answering the question than I am, it's important to remember that UA flew a 777 for a long time on ORD-HKG, which is 7700+ miles and generally over 15 hours in the air.
Its still-air distance that matters though. I know that often enough, US-Asia flights fly up in Alaska to ride a wind, while Asia-US flights gun across the Pacific to ride the wind. I have flown TPE-LAX and HKG-LAX where we flew more or less due east across the Pacific - even though as the bird flies it was way further, the tailwind more than makes up for that
Programs: UA Mileage Plus 2P; VX Elevate; DL SkyMiles; WN Rapid Rewards
Posts: 222
The elimination of the entire 737 fleet is presumably going to have a big impact with the pilots. Are the majority of 737 captains at risk of being kicked over to the right seat or is the majority old timers who chose to fly 737's even though they could fly bigger planes?
), when they'd really prefer to have them on.
... I'm amazed at the requisite record keeping as I know I'd forget every third or fourth flight just because and would always be struggling to keep up with the reconciliation. Excellent that you and others can keep this up so completely.
)
