QLINK (and Virgin) Pilots PLEASE READ
An electrically charged fuel line! Mmmm...
The electric currents running through it are small, but will cause AHRS errors in some aircraft.
See here: Cathodic Protection
Instead, why don't you ask the ground controller why he put the Dash there, knowing full well it would take them a while to get away due to the departing traffic at the time, having well known you guys would be coming up on Bravo.
The other thing of note, is that over the last 12 months or so we have had an influx of new staff and the skill level is not what it was - lots of good operators, but lacking experience in such a busy position.
Cheers keepemsperated.
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Instead, why don't you ask the ground controller why he put the Dash there, knowing full well it would take them a while to get away due to the departing traffic at the time, having well known you guys would be coming up on Bravo
Now that everything is 107.5m back, the gaps are getting smaller and smaller.
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Ive been parked at b4 close enough that I have not been able to see the hold line in front of me, ie. pretty damn close.
A message was passed to us by tower from ground that we were blocking off a 767. I kid you not; we released brakes and moved forward no more than a metre, maybe two. The QF 767 passed behind us.
My question is, if things are so difficult to judge from the lofty heights of the huge 767. Why do they taxi behind any aircraft at all waiting at B4? is a 700 series OK, when an 800 is not? What will happen when the 900s come? If it looks tight, get a wing-walker or follow me car right?
Somehow I think this whole "Virgin, please move up to the holding point" has become a bit of a sport lately.
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A message was passed to us by tower from ground that we were blocking off a 767. I kid you not; we released brakes and moved forward no more than a metre, maybe two. The QF 767 passed behind us.
My question is, if things are so difficult to judge from the lofty heights of the huge 767. Why do they taxi behind any aircraft at all waiting at B4? is a 700 series OK, when an 800 is not? What will happen when the 900s come? If it looks tight, get a wing-walker or follow me car right?
Somehow I think this whole "Virgin, please move up to the holding point" has become a bit of a sport lately.
bbbbbbbbbbbbbbbbzzzzzzzzzzzzzzbbbbbbbzzzzzzzzzzzz
I've heard they have a similar problem at London City Airport!
The airport is built on a disused wharf, and the old iron bollards can play havoc with the heading systems!
Airport Magnetism
The airport is built on a disused wharf, and the old iron bollards can play havoc with the heading systems!
Airport Magnetism
Nunc est bibendum
Buzzy, we may not be able to see our wings but we can see your tail and can often see where it is in relation to other lines on the taxi ways. EG: I know that our wings pass in board of particular taxiway markings and if I can see your tail this side of it (by even a metre) then I hold short. If I see your tail on the other side of that line then I know I'm right to pass by. Sometimes that extra metre or 3 (or 6 or 7) makes a difference.
Perhaps it wouldn't be a sport if you stuck your nose within a metre of the runway hold short lines in the first instance?!?!
Perhaps it wouldn't be a sport if you stuck your nose within a metre of the runway hold short lines in the first instance?!?!
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Re: Virgin taxi speeds, not sure for the 73, but the E-jet used to have quite restrictive taxi speed limitations, which recently became recommendations. (Wet turning - 5 knots)
However the nose wheel on the 170 is prone to skidding during a turn on wet painted bitumen and concrete. Check out the deck angle next time, and it'll make sense.
As for not tucking into the holding point I have no explanations, I personally pull up with the hold lines in the corner of the L1 flight-deck window. Probably 1-2 metres short of the lines.
Cheers,
Leatherdog.
blessings on the blue skys
However the nose wheel on the 170 is prone to skidding during a turn on wet painted bitumen and concrete. Check out the deck angle next time, and it'll make sense.
As for not tucking into the holding point I have no explanations, I personally pull up with the hold lines in the corner of the L1 flight-deck window. Probably 1-2 metres short of the lines.
Cheers,
Leatherdog.
blessings on the blue skys
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Yes its true that the AHARS will have problems and generate a heading mismatch but if your blocking someone then its not that hard to get around.
Not sure about the smaller ones but on the Q400 simply pushing "DG" at the holding point to the one thats going out of allignment then push it again when cleared to line up prevents the mismatch or for that matter just let them go out of alignment and once lined up a quick double push of the "DG" button will realign the the one that has gone 'out of wack.'
(I realise thats possibly applying more than the allowable amount of practicality to the situation though)
Not sure about the smaller ones but on the Q400 simply pushing "DG" at the holding point to the one thats going out of allignment then push it again when cleared to line up prevents the mismatch or for that matter just let them go out of alignment and once lined up a quick double push of the "DG" button will realign the the one that has gone 'out of wack.'
(I realise thats possibly applying more than the allowable amount of practicality to the situation though)
Hmmm, if the ATC know that at times the a/c holding at 16R may have their tails hanging out a bit onto B due to fuel flux problem or whatever, why don't they send the QFs home via C as it doesn't matter is someone is queuing behind on B as mentioned before they will have to wait for the a/c with their tail hanging out anyway to t/o before em in the sequence anyhows..pretty long sentance that..
Is annoying though when the bigger plane (737/320) are sitting with their tail a metre or two over that dashed yellow line marking the edge of B. In reality probably gonna miss it but can't take the chance! Perhaps 'wing mirrors' to be added to the LHS of the 76?
Is annoying though when the bigger plane (737/320) are sitting with their tail a metre or two over that dashed yellow line marking the edge of B. In reality probably gonna miss it but can't take the chance! Perhaps 'wing mirrors' to be added to the LHS of the 76?
no no no!
why dont the link guys stop being selfish and think about the mainline guys for once!
there will be a foso issued shortly requiring the use of 16R G intersection takeoff charts for all 16R departures. all qantas group turbo prop operations must use only intersections G, B1 or B10! to achieve this a letter of agreement has been put in place between qantaslink, SACL and air services australia. all qantaslink aircraft will preffix their callsign with 'shafted'. for example a first call to ground would be; 'sydney ground shafted qantaslink recieved quebec....'. The use of this phraseology will serve as a timely reminder to the ground controller that the more obvious holding points are not to be used.
any further questions or queries call mario
.
there will be a foso issued shortly requiring the use of 16R G intersection takeoff charts for all 16R departures. all qantas group turbo prop operations must use only intersections G, B1 or B10! to achieve this a letter of agreement has been put in place between qantaslink, SACL and air services australia. all qantaslink aircraft will preffix their callsign with 'shafted'. for example a first call to ground would be; 'sydney ground shafted qantaslink recieved quebec....'. The use of this phraseology will serve as a timely reminder to the ground controller that the more obvious holding points are not to be used.
any further questions or queries call mario
.
My question is, if things are so difficult to judge from the lofty heights of the huge 767...
Somehow I think this whole "Virgin, please move up to the holding point" has become a bit of a sport lately.
If you can't move up for whatever reason, it's no problem. But without access to your specific FOSOs we will continue to ask if you can move up.
ODL
