Jetstar A330 Osaka - Gold Coast
Join Date: Mar 2000
Location: SE ASIA
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witwiw
You sound like someone I went to school with - suffice to say he was not the most popular guy in class.
Have you ever operated long haul flights? Twelve hour flights are common, and some ultra long haul flights are eighteen hours. Do you know how many airports you pass enroute on such a flight? Are you seriously suggesting that the operators should have the crews perform all the available approaches into each of these airports in the sim?
Having a PRACTICAL knowledge of enroute airports and then having to do an unplanned diversion into one while trying to sort out an inflight emergency would still be stressful to any sane pilot.
I think the guys you are trying to belittle while sitting there cutting and pasting regulations, may have a bit more of an understanding of real world international operations.
You sound like someone I went to school with - suffice to say he was not the most popular guy in class.
Have you ever operated long haul flights? Twelve hour flights are common, and some ultra long haul flights are eighteen hours. Do you know how many airports you pass enroute on such a flight? Are you seriously suggesting that the operators should have the crews perform all the available approaches into each of these airports in the sim?
Having a PRACTICAL knowledge of enroute airports and then having to do an unplanned diversion into one while trying to sort out an inflight emergency would still be stressful to any sane pilot.
I think the guys you are trying to belittle while sitting there cutting and pasting regulations, may have a bit more of an understanding of real world international operations.
Join Date: Jul 2006
Location: australia
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I doubt if the A330 does 18 hour flights (and possibly not that many 12 hour flights either - I'd be interested to know) so the number of aerodromes passed is considerably less than you try to make out, Stable Approach. And, of those passed, how many are suitable enroute alternates? As a twin engine aircraft and considering EDTO, it is logical that the rules were followed and an "adequate" knowledge level had been attained by the crews as required and it was not a diversion into an "unknown" airport scenario as suggested.
I've not belittled the crew at all, read post number 30 which is where you'll find my only reference to the crew and their actions. Nor have I said such an event wouldn't be stressful. It is to those posters who can't understand that properly prepared crews would have had a working knowledge of those airports possibly required for a diversion whom my comments are directed.
As for pasting the regulations, it gives those who obviously haven't read them a chance to do so. Simple, really.
I've not belittled the crew at all, read post number 30 which is where you'll find my only reference to the crew and their actions. Nor have I said such an event wouldn't be stressful. It is to those posters who can't understand that properly prepared crews would have had a working knowledge of those airports possibly required for a diversion whom my comments are directed.
As for pasting the regulations, it gives those who obviously haven't read them a chance to do so. Simple, really.
Join Date: Jan 2008
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God Damn Witwiw.
You should be a lawyer, I've got no idea what you just said.
I've flown at many ports in the sim that I have never been to in the
flesh, last thing I really want, is to divert in an emergency to one of these ports
You should be a lawyer, I've got no idea what you just said.
I've flown at many ports in the sim that I have never been to in the
flesh, last thing I really want, is to divert in an emergency to one of these ports
Hi Witwiw,
Thanks for posting the info from the regs. Hopefully it will 'sink in' as you said - although I find no matter how many times I read some things it takes me a while to get it (this is the same with the Guam approach charts when I'm not anticipating going there. I find it hard to get familiar with a place by reading about it.)
Good point about being prepared - I think you can never be prepared enough for something like a cockpit fire and unexpected diversion.
Not totally familiar with the windows, although I am an Airbus pilot. I guess, whether it is Airbus or Boeing doesn't really matter too much. If a cockpit window caught fire I would be concerned that one of the risks might be that the window could pop out.
Anyway, thanks for your valuable feedback.
Regards..
Thanks for posting the info from the regs. Hopefully it will 'sink in' as you said - although I find no matter how many times I read some things it takes me a while to get it (this is the same with the Guam approach charts when I'm not anticipating going there. I find it hard to get familiar with a place by reading about it.)
Good point about being prepared - I think you can never be prepared enough for something like a cockpit fire and unexpected diversion.
Not totally familiar with the windows, although I am an Airbus pilot. I guess, whether it is Airbus or Boeing doesn't really matter too much. If a cockpit window caught fire I would be concerned that one of the risks might be that the window could pop out.
Anyway, thanks for your valuable feedback.
Regards..
Join Date: Oct 2007
Location: gold coast QLD australia
Age: 86
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Witwiw, I am just a old bloke used to flying dinosaurs, for about 49 years, firstly I never enjoyed going into a unknown airport first up, however how much training, with the possibility of equipment failure, secondly a window that has suffered any sort of trauma, I consider unstable and for the sake of the F/O if on his side, the pax and the A/C, I would not be able to get her on the ground quick enough, which is exactly what the crew did, hence my comment. Perhaps I was a over cautious pilot, but that is what we learnt in my day, never trust the bastard, and I never did.
