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Oct 17, 2018, 10:06 am
#3316
Join Date: Dec 2016
Posts: 587
CPT also has some two night trips for CC during February/March I think where some days there is a third daily flight.
Flight crew always get 2 nights.
Oct 17, 2018, 11:14 am
#3317
Join Date: Jul 2011
Programs: BAEC Gold, LH M&M Member
Posts: 2,705
In short the pilot flying the approach flies a go around if not stable by 1000ft above the ground. At a suitable point after 1000ft the landing pilot (who flew the entire flight up until the top of descent) will take over control again. This landing pilot may also fly a go around at a later stage. You can be on the ground and fly a missed approach just as long as reverse thrust has not been selected.
Oct 17, 2018, 11:37 am
#3318
Join Date: Aug 2008
Posts: 2,065
So there's a cruise pilot, an approach pilot, and a landing pilot (and maybe a takeoff pilot as well)? Is that just to divide up the workload/keep everybody up-to-date with their experience, so you don't get "but I always do the landing". (And is it the same for long/short haul, just out of interest?)
As to whose turn turn it is for landing on SH we tend to just do turn and turn about, unless there is an overriding reason for it to be a Captains Landing - Autoland or outside FOs wind limits. On LH it is a more nuanced issue, with only maybe 4 sectors per month as operating, rather than heavy pilot, recently can be more of a problem for FOs. Leave, illness etc can all lead to a required landing, which must be done every so often or you must do a simulator session. Simulators are best avoided when one is being scrutinised! They are fun for FTers less so for us.
Oct 23, 2018, 6:33 am
#3319
Join Date: Mar 2017
Location: AMS
Programs: BAEC Silver, Flying Blue Gold, TK M&S Nobody
Posts: 2,481
I had meant to enquire in the CHS thread [slightly OT though it might have been], but what's the usual crew rotation for low-frequency long-hauls such as CHS? Would the Sunday crew merely stay in Charleston until the Thursday return, or would it be more usual to rotate to somewhere nearby and operate home from a different airport [anc vice-versa]?
Oct 23, 2018, 6:57 am
#3320
FlyerTalk Evangelist
Join Date: Jul 2002
Programs: Mucci des Hommes Magiques et Magnifiques
Posts: 19,097
We haven’t seen the trip descriptions yet but I would expect the crew to remain in CHS until the next flight.
Last edited by Can I help you; Oct 23, 2018 at 9:42 am
Oct 23, 2018, 9:41 am
#3321
Join Date: Nov 2010
Posts: 5,596
Its the same for SH and LH. The idea started when some types of approach were more limiting in the chances of having sufficient visual references for a landing. Such approaches as VOR or ADF or even ILS approaches with no auto-coupled option for the approach. The idea was that the handling pilot only flew for a Go-Around and the Landing pilot concentrated on gaining visual reference. It avoids a few seconds of the instrument to visual switch or transition, time which can be vital for a safe approach. The concept was then incorporated into the autoland operations, for the same reasons. Some operators, like BA, believe it provides a sound base for both pilots to be mentally “invested” in the approach, an issue for some after a long night out of bed can be wool gathering, especially if not really engaged in the approach. You can argue forever about that but, for BA pilots it is the SOP.
As to whose turn turn it is for landing on SH we tend to just do turn and turn about, unless there is an overriding reason for it to be a Captains Landing - Autoland or outside FOs wind limits. On LH it is a more nuanced issue, with only maybe 4 sectors per month as operating, rather than heavy pilot, recently can be more of a problem for FOs. Leave, illness etc can all lead to a required landing, which must be done every so often or you must do a simulator session. Simulators are best avoided when one is being scrutinised! They are fun for FTers less so for us.
Oct 23, 2018, 11:56 am
#3322
Ambassador: Emirates Airlines
Join Date: Sep 2004
Location: Manchester, UK
Posts: 18,618
As others have alluded to the last point at which you can reject the landing is the choice whether or not to select reverse thrust. Until this point the landing can be thrown away and you can go back up. the decision is usually made before main wheel touchdown. If a float happens, and it does sometimes, especially in tailwinds then there is a physical point on any runway where the mainwheels must be on the ground - its an area called the touchdown zone. Outside the touchdown zone, then you must go-around. You can see though, that in such a float the thrust will be off, so the decision tom go-around can be made and while engine thrust is building a touchdown may occur, it would be very, very, unwise at this stage not to go around and instead to try to land. You can be on the ground yet not safe to continue the landing manoeuvre. It serves no-one well to slide off the end of the runway.
Nov 4, 2018, 3:05 am
#3323
FlyerTalk Evangelist
Join Date: Aug 2002
Location: London
Programs: Mucci. Nothing else matters.
Posts: 38,644
I've got a question about how crewing for rescue flights works.
An MCO-LGW was diverted to JFK earlier this week, arriving at about 3 am. About 6 hours later, an aircraft was positioned from LHR to JFK to rescue those passengers, and departed JFK for LGW after about 5 hours on the ground.
Presumably the situation could be different in every situation, but in this one: from where would the crew operating JFK-LGW have been drawn? Would it have been a crew also sent out on the positioning flight, or would it have had to have been a crew that was already in NYC? (I'm presuming that after operating LHR-JFK, no crew could legally have operated JFK-LGW that soon.)
An MCO-LGW was diverted to JFK earlier this week, arriving at about 3 am. About 6 hours later, an aircraft was positioned from LHR to JFK to rescue those passengers, and departed JFK for LGW after about 5 hours on the ground.
Presumably the situation could be different in every situation, but in this one: from where would the crew operating JFK-LGW have been drawn? Would it have been a crew also sent out on the positioning flight, or would it have had to have been a crew that was already in NYC? (I'm presuming that after operating LHR-JFK, no crew could legally have operated JFK-LGW that soon.)
Nov 4, 2018, 8:10 am
#3325
FlyerTalk Evangelist
Join Date: Jul 2002
Programs: Mucci des Hommes Magiques et Magnifiques
Posts: 19,097
I've got a question about how crewing for rescue flights works.
An MCO-LGW was diverted to JFK earlier this week, arriving at about 3 am. About 6 hours later, an aircraft was positioned from LHR to JFK to rescue those passengers, and departed JFK for LGW after about 5 hours on the ground.
Presumably the situation could be different in every situation, but in this one: from where would the crew operating JFK-LGW have been drawn? Would it have been a crew also sent out on the positioning flight, or would it have had to have been a crew that was already in NYC? (I'm presuming that after operating LHR-JFK, no crew could legally have operated JFK-LGW that soon.)
An MCO-LGW was diverted to JFK earlier this week, arriving at about 3 am. About 6 hours later, an aircraft was positioned from LHR to JFK to rescue those passengers, and departed JFK for LGW after about 5 hours on the ground.
Presumably the situation could be different in every situation, but in this one: from where would the crew operating JFK-LGW have been drawn? Would it have been a crew also sent out on the positioning flight, or would it have had to have been a crew that was already in NYC? (I'm presuming that after operating LHR-JFK, no crew could legally have operated JFK-LGW that soon.)
Nov 4, 2018, 1:30 pm
#3327
FlyerTalk Evangelist
Join Date: Jul 2002
Programs: Mucci des Hommes Magiques et Magnifiques
Posts: 19,097
Yes it would have been unusual, excited wouldn’t be a word I would use. 
Nov 5, 2018, 3:55 am
#3328
FlyerTalk Evangelist
Join Date: Aug 2002
Location: London
Programs: Mucci. Nothing else matters.
Posts: 38,644
Nov 19, 2018, 3:09 am
#3329
Join Date: Aug 2012
Posts: 2,676
This might seem like a blindly obvious question ... but what happens to the trays in the middle return lift in the first wing security section (The one in the repacking tables)
I can understand what happens to the ones at the end of each security conveyor.
But do the middle ones go to one side or the other ... or is it smart enough to separate them up for demand?
Banal question I appreciate but it is strange how the mind wanders at 7am.
I can understand what happens to the ones at the end of each security conveyor.
But do the middle ones go to one side or the other ... or is it smart enough to separate them up for demand?
Banal question I appreciate but it is strange how the mind wanders at 7am.
Nov 19, 2018, 3:44 am
#3330
Join Date: Aug 2015
Location: Somewhere around Europe...
Programs: BA Gold; MB Ti; HH Diamond; IHG Plat; RR Gold
Posts: 530
This might seem like a blindly obvious question ... but what happens to the trays in the middle return lift in the first wing security section (The one in the repacking tables)
I can understand what happens to the ones at the end of each security conveyor.
But do the middle ones go to one side or the other ... or is it smart enough to separate them up for demand?
Banal question I appreciate but it is strange how the mind wanders at 7am.
I can understand what happens to the ones at the end of each security conveyor.
But do the middle ones go to one side or the other ... or is it smart enough to separate them up for demand?
Banal question I appreciate but it is strange how the mind wanders at 7am.
Last edited by dakaix; Nov 19, 2018 at 3:55 am