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?
Actually, the 737 fleet is a pretty senior fleet. So, many 737 captains can hold captain on the 767 or 320, so they will probably bump there, pushing back 767 captains and 320 captains out of those seats into something else. A lot of the FO's are pretty senior, and can also hold captain on the 320 or FO on the 747 or 777 fleet. What this means is there is going to be a lot of bumping and surplusing going on and millions spent by United trying to retrain all the pilots.
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These views are my own and do not represent the views of United Airlines or the ALPA.
Also, how much trust do you use during this [go around]
What's to trust? It's just a transition from a landing-configuration descent to a clean-configuration climb. There are a number of steps which are memorized and practiced regularly during training.
What's to trust? It's just a transition from a landing-configuration descent to a clean-configuration climb. There are a number of steps which are memorized and practiced regularly during training.
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?
The altitude is dependent on the airport and/or approach.
Pushing the TOGA (Takeoff/ Go Around) switch on the throttles once will command selected speed (current speed) and a 2,000 fpm climb. The thrust will increase accordingly. Pushing the switch again will get full rated thrust (2,000 fpm is more than enough in most every situation).
A two engine go around procedure in the 777 is to push the TOGA switch, pitch towards 15 degrees nose up, and select flaps to 20 (from 25 or 30). With a positive rate of climb, landing gear is selected up and the missed approach altitude is dialed into the altitude selector. At 1,000' above airport elevation, VNAV (Flight management computer vertical navigation) is re-engaged, resulting in a pitch over and acceleration to 250 knots while climb. The remaining flaps are retracted as speed allows.
There are differences for single engine go arounds and for airports with substantial terrain but the above is the general profile.
I just went through some old papers and came up with this.
I hope u pilot get a kick out of it
WHY I WANT TO BE A PILOT
By Tommy Tyler,5th Grade,Jefferson School,Beaufort,S.C.
When I grow up I want to be a pilot because it's a fun job and easy to do.
That's why there are so many pilots flying around these days.Pilots don't need much school;they just have to learn to read numbers so they can read their instruments.I guess they should be able to read road maps,too,so they can find their way if they get lost.
Pilots should be brave so they won't get scared if it's foggy and they can't see,or if a wing or motor falls off they should stay calm so they will know what to do.Pilots have to have good eyes to see through clouds,and they can't be afraid of thunder or lightning because they are so much closer to them than we are.
The salary pilots make is another thing I like.They make more money than they know what to do with.This is because most people think that plane flying
is dangerous,except pilots don't because they know how easy it is.
I hope I don't get air-sick,because I get car-sick and if I get air-sick I
couldn't be a pilot,and then I would have to go to work
The above letter was submitted by Dwight Cross,scribe for Charlotte hangar
Do you care one way or another about flying an Airbus in all-coach TED config vs normal 2-class config?
Do the other pilots make fun of you for flying in the TED livery?
No, it really makes no difference to us up front if we're TED or Mainline. We never called ourselves "TED" since we thought the name was stupid to begin with
I've never had another pilot make fun of us on the radio, we're all professional pilots. We do get called "Theodore" on the radio sometimes in fun, but that's cool.
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These views are my own and do not represent the views of United Airlines or the ALPA.
As a minimally related follow-up question, from a pilot's perspective is there any different between flying the 319 and the 320? I know they're type rated, just wasn't sure if the dimensions of the plane or weight differences made them any different to fly.
As a minimally related follow-up question, from a pilot's perspective is there any different between flying the 319 and the 320? I know they're type rated, just wasn't sure if the dimensions of the plane or weight differences made them any different to fly.
Not really. Different takeoff/landing weights and stuff, but they fly pretty much the same. Different speed brake usage, lands a little different but I never pay attention whether it's a 319 or 320.
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These views are my own and do not represent the views of United Airlines or the ALPA.
Can you explain who communicates what and how ... I was on a 777 at IAD the other day. Channel 9 was on. We were given taxiing information, and then told to use the second radio to get the clearance for our slot (bad weather to the west). Channel 9 was quiet while I guess the other radio was used - although if there is a second radio as ground ATC indicated, why didn't it continue?
Next I heard ground ATC acknowledge that we had a runway change from 19L (we were 3rd in line or so there) to 30 because of a new routing that was issued - my assumption is from that other discussion.
I never heard our cockpit communicate the new routing or requirement to ground ATC but he already knew about it. I also didn't hear a discussion about what they were going to do with us other than ATC was working on clearing our way on the ground and it was busy so we'd have to wait (but don't shut off engines, we'll get you out soon). Then just a few minutes later we were switched to tower and given clearance to take off on 19L which we did (interesting without the immediate turn reading but that came soon after). The decision made that is was much easier to move us around in the air than on the ground (I did verify that with the Captain after the flight).
Everyone knew what was happening but only some of the info was available on Channel 9, so there had to be other discussions, communications and information being exchanged to synchronize all the pieces. How would the information flow in this case, who all is involved beyond just the flight crew and ground ATC?
Can you explain who communicates what and how ... I was on a 777 at IAD the other day. Channel 9 was on. We were given taxiing information, and then told to use the second radio to get the clearance for our slot (bad weather to the west). Channel 9 was quiet while I guess the other radio was used - although if there is a second radio as ground ATC indicated, why didn't it continue?
Next I heard ground ATC acknowledge that we had a runway change from 19L (we were 3rd in line or so there) to 30 because of a new routing that was issued - my assumption is from that other discussion.
I never heard our cockpit communicate the new routing or requirement to ground ATC but he already knew about it. I also didn't hear a discussion about what they were going to do with us other than ATC was working on clearing our way on the ground and it was busy so we'd have to wait (but don't shut off engines, we'll get you out soon). Then just a few minutes later we were switched to tower and given clearance to take off on 19L which we did (interesting without the immediate turn reading but that came soon after). The decision made that is was much easier to move us around in the air than on the ground (I did verify that with the Captain after the flight).
Everyone knew what was happening but only some of the info was available on Channel 9, so there had to be other discussions, communications and information being exchanged to synchronize all the pieces. How would the information flow in this case, who all is involved beyond just the flight crew and ground ATC?
We have two VHF radios up front (at least on the bus, 737 and 757). CH 9 is hooked up to listen to VHF 1 normally, although you can change it to any radio. In this case, ground was on radio 1, and the crew went to clearance delivery on radio 2 which you didn't hear. They got their new clearance to depart off of runway 30 and when they came back to ground on radio 1, both they and ground were on the same page with what was going on.
If there was a new routing, the crew would also probably have talked with dispatch through ACARS to update the flight plan. When they got to tower, everything was ready to go. Hope that answers your question.
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These views are my own and do not represent the views of United Airlines or the ALPA.
Thanks - that's a start. I'm assuming clearance and ground are separate, so who told Ground what clearance gave the crew? That was the communication that I missed out on ... is the ATC system/routing updated somehow and that is then presented back to Ground? and when/how was the crew told that they were just going to use 19 to takeoff and they'd get the appropriate routings in the air to get back on course (versus taxiing to 30 and taking off there)?
departed sfo 27 may on ua 889 for pek. touched down on 28 may in pek. first time i have ever experienced a hard landing. typically, the 747 lands softly using auto land settings. the pilot must have "hand flown" the touch down. there was no evidence of wind shear, so i was quite puzzled with this manual landing experience. anyone else ever experience a hard touch down in a 747-400?
Actually, from what I hear, autoland settings are firm/hard by design, so that the airplane can be planted firmly on the ground with little to no "float."
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The thing I miss about Air Force One is they don't lose my luggage. - President George Bush Sr.
