11 HKG time. Yes I did see that, I had made the assumption that the fresh crew would be on HKG time.

I was on a 764 and while taxiing to the runway we pulled off the main taxiway as the pilots attempted to reset a faulty light. They announced we would be going back to the gate so maintenance could board and take a look, but when no gate was available we pulled onto a hard stand near EWR terminal C. Sitting in row 1, I expected stairs to pull up and the door to open but just a few minutes later the pilots announced that maintenance was able to reset the light from down below. My question is can aircraft systems frequently be repaired without cockpit access and is this feature unique to wide bodies or is it common on most commercial jets?

There is an E&E door located underneath the plane, it's just aft of the nose gear. We have no access from inside the aircraft to this area.

Some components MX can reset without coming on board. That's also where a lot of the cooling and recirculation fans are for the cockpit instrumentation. That compartment is on every Boeing aircraft I've flown, not just the wide bodies.

Hope this helps!

Maybe, maybe not. Each crew member would have needed 36-hours of continuous rest in HKG in order to be considered acclimatized to that time zone for the purpose of calculating their allowable duty period. Alternatively, if they had been operating in the "theater" for 72 hours (i.e. flying trips around Asia) they would also be acclimatized to that theater.

Did I mention that these part 117 rules make things complicated? LOL

The E&E compartment, as previously mentioned, is located under the cockpit/fwd cabin is accessible from the ground or cabin (though you have to open floor panels to access from the cabin.

The E&E in the 767 is large enough to stand up in (though still tight quarters) and has a surprisingly large number of equipment racks where all the "computers", radios, etc. are located. These items are line-replaceable modules that slide in/out of their rack locations for quick replacement much like a computer rack in a business' server room. Sometimes the fix involves just re-seated a module to ensure a good electrical connection.

Other times we can reset the system by following instructions from maintenance over the radio. They'll have a procedure that typically involves pulling and resetting a circuit breaker/breakers, resetting system controls, etc. We'll park the airplane, as you describe, before accomplishing such a procedure so that our attention isn't divided between the procedure and taxiing.

Curious for those who frequently fly into ORD. When assigned the dreadful 9L/27R, do you ask for a different runway or just accept it? I'm sure the answer depends on weather and volume of traffic, etc. How accommodating is the tower in otherwise light to moderate volume conditions?

Also, what is consensus on the seemingly overall increase of taxi times across the board? It feels like even a 10C/28C landing, results in a 15/20 minute taxi time to get to T1.

+1, I've noticed what feels like an uptick in all taxi time the past 6 months or so. Sunday MCO-ORD we landed on 27L and got stuck for about 15 minutes on the tarmac between B and C in a backup of planes pushing back. Just can't seem to win these days!

EDIT - love the username, fellow Illini grad!

You can't reset these on 1 mile final?

In the spirit of the Hidays, I just want to thank all the pilots and crew for shuttling my team around for another year with no drama

I truly do text my partner after arriving at the airport ..."the dangerous part of my trip is safely completed"... The drive


:-)

When a flight diverts due to crew timeout, what happens to the original crew? Are they ferried back to their home base? Yesterday's UA895 ORD-HKG was delay 8+ hours and then diverted to SFO which I am assuming was due to the crew timing out. Does the ORD crew ride back home or would they pickup a new flight after resting?

Hm, probably explains what happened to UA 869 today:

Flight: UA2102
Aircraft: Boeing 777-200

Every once in a great while I look at status of flight I am going to take, or have flown, as I have just before Thanksgiving.

UA's Flight Status page wasn't giving u/g list for Biz, so I looked at seatmap and kept looking for UD And yes, all other SFO-HKG flights still show 747.

And yes to UA still having trouble with leaving on time:

Scheduled Time: 12:30 p.m.
Scheduled Date: Tue., Dec. 29, 2015
Actual Time: 1:04 p.m.
Actual Date: Tue., Dec. 29, 201

Sometimes we ask for a closer runway, but its usually denied, so I don't even bother. ATC knows we always want the closer runway so it's pointless to ask.

Since 10C/28C was finished the standard taxi is to back taxi on P and cross 10L/28R behind intersection departures, so it doesn't create a conflict. I think it does take a little longer.

Gone are the days of the pinwheel type traffic pattern at ORD. "Threading the needle" the tower guys called it. But I do think the volume of traffic being able to get out and in and increased, even though that taxi time has increased.

I don't do the long hauls but I would guess they are given a hotel in SFO and they can deadhead back the next day. That or commute straight to their home town if they don't live in ORD.

Any or all of the above. It depends on the specifics of the situation and the status of the crewmembers and their schedules.

Here's the info on that specific flight:

Continued as UA2102 from SFO to HKG next day, leaving 1:05 p.m.

UA 869, the regular 747 flew about an hour later, also delayed half hour.

First question of 2016 is for an Airbus pilot:

I flew an A320 DEN-RNO a few days ago, and while flying through some clouds, was staring out the window at the wingtip strobes. The right wing strobe only flashed once, which is different than the usual "flash flash" that I've seen on the Airbus. Confused, I craned my neck to look at the left wing - indeed, it was doing the double flash.

From looking at the lights more closely, my hypothesis is that there are actually 2 strobe bulbs that flash one right after the other to create the Airbus double flash. On the right wing, one bulb was burned out. Is this theory plausible? As long as one strobe works, is it necessary to replace the second one before the plane can fly again?

Thanks!

As http://www.flyertalk.com/forum/unite...6-edition.html has been opened, time to close this thread.

WineCountryUA
UA coModerator