Below the GS at SFO again
Per Ardua ad Astraeus
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millers - was this 'Captain' on a rostered duty or travelling at his own expense, and did your company have any restrictions on alcohol consumption on duty?
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BOAC
Daft question. Of course he was not travelling at his own expense. He was positioning as you well know for a duty some 48 hours later.
I should have added that said positioning Captain would position all the way straight through to SFO from Singapore so by the time he got to hotel in SFO he had been on the go for almost 24 hours .The operating Captain started at Seoul having night stopped there.
Daft question. Of course he was not travelling at his own expense. He was positioning as you well know for a duty some 48 hours later.
I should have added that said positioning Captain would position all the way straight through to SFO from Singapore so by the time he got to hotel in SFO he had been on the go for almost 24 hours .The operating Captain started at Seoul having night stopped there.
Last edited by millerscourt; 2nd Aug 2013 at 15:21.
Clay bird
My read of 91.17 wouldn't prohibit a crew member who is being positioned for a flight a few days away from knocking one back.Obviously the airline can place restrictions on such if they choose but from a regulatory standpoint I see no issue.
Would I drink, no. If I was in a position to write my companies policies, I would prohibit consumption.
My read of 91.17 wouldn't prohibit a crew member who is being positioned for a flight a few days away from knocking one back.Obviously the airline can place restrictions on such if they choose but from a regulatory standpoint I see no issue.
Would I drink, no. If I was in a position to write my companies policies, I would prohibit consumption.
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I hate to interrupt a good rant, but was it possible that the dead-heading Captain wasn't type qualified?
Rhetorical question only, no response needed.
Rhetorical question only, no response needed.
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If the ILS is inoperative and there are no VASI's at SFO couldn't the pilot simply use the radio altimeter to maintain a safe height until over the threshold?
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If the ILS is inoperative and there are no VASI's at SFO couldn't the pilot simply use the radio altimeter to maintain a safe height until over the threshold?
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The two F/O's took turns in the bunk but I if the operating Captain had to sit there the whole flight
Surely the max FDP will not increase without any rest?
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As I recall flights under 12 hrs require a captain and two FO's. Over 12 hours it is two captains and two FO's. Sounds like the eastbound tailwind flight did not require the second captain so if he was out of uniform could drink. Both captains were required on the return flight because of headwinds and the captain on the eastbound flight had to take his break to stay under 8 hrs.
quidquid excusatio prandium pro
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As has been pointed out so many times on this thread, there is absolutely no reason why an Asian pilot can't perform a reasonably easy visual to a large airport in good weather. It is a question of training, exposure, and repeated practice.
If fault may be found, then it certainly lies with the training departments of the various carriers who have been having problems at SFO. Off with their heads I say, get some seasoned IP pilots with solid experience in there, do away with the political appointments, the favoritism, nepotism even, that drives the dismal selection process to these positions.
If fault may be found, then it certainly lies with the training departments of the various carriers who have been having problems at SFO. Off with their heads I say, get some seasoned IP pilots with solid experience in there, do away with the political appointments, the favoritism, nepotism even, that drives the dismal selection process to these positions.
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I see the foreign airlines are now required to do a full ILS approach and no visuals. Also they have to be staggered so they are not next to the AC on the parallel runway. Sorry all you Euopean airlines that know how to fly. The weak link has caused our FAA to respond to the Asian errors landing at KSFO. Hopefully they will learn how to do a visual approach so we can go back to normal ops. I know, it is unlikely.
quidquid excusatio prandium pro
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Costing us a huge amount of money in delays, methinks those costs should be absorbed by someone else, go land at another airport, let us know when you're ready to rejoin aviation, 
Culture is another significant factor in understanding how these events occur. A great deal of research was conducted by Robert Helmreich, Ashleigh Merritt and others at the University of Texas in the 1990s and early 2000s. Today's CRM, Threat & Error Management and LOSA all arose out of work conducted at the University of Texas.
The following link is good reading for anyone interested in learning how culture influences safety in the cockpit:
http://aireform.com/wp-content/uploa...eich-et-al.pdf
The following link is good reading for anyone interested in learning how culture influences safety in the cockpit:
http://aireform.com/wp-content/uploa...eich-et-al.pdf
Last edited by BuzzBox; 3rd Aug 2013 at 01:12.
Ok,
This thread is getting a little out of hand. Some of the comments are inane and reflect a curious and a well meaning interest in the subject.
But enough is enough.
My humble suggestion is that any potential poster first read the title of this website at the top of the page. PPRune, "Professional Pilots Rumour Network".
If you don't fit that description, or are a mechanic/engineer, dispatcher or directly involved in commercial aviation or a field related to it, you should direct your questions and comments to the Misc forums of "Self-Loading -Freight" or the "Spectators Balcony". As a commercial pilot who has flown as Captain, First Officer, Relief Officer and Flight Engineer, PPrune used to be a great place for pilots worldwide to discuss operational issues from a perspective of many cultures and countries. It has become almost as worthless as a Yahoo chatboard.
At a minimum, threads on subjects like incidents and accidents should have two. One for actual pilots and others close to the subject and others who are just interested in flying. For me, it has gotten very old trying to sift through pages of endless comments to find the valuable posts of those knowledgable on the subject matter.
Thank you
This thread is getting a little out of hand. Some of the comments are inane and reflect a curious and a well meaning interest in the subject.
But enough is enough.
My humble suggestion is that any potential poster first read the title of this website at the top of the page. PPRune, "Professional Pilots Rumour Network".
If you don't fit that description, or are a mechanic/engineer, dispatcher or directly involved in commercial aviation or a field related to it, you should direct your questions and comments to the Misc forums of "Self-Loading -Freight" or the "Spectators Balcony". As a commercial pilot who has flown as Captain, First Officer, Relief Officer and Flight Engineer, PPrune used to be a great place for pilots worldwide to discuss operational issues from a perspective of many cultures and countries. It has become almost as worthless as a Yahoo chatboard.
At a minimum, threads on subjects like incidents and accidents should have two. One for actual pilots and others close to the subject and others who are just interested in flying. For me, it has gotten very old trying to sift through pages of endless comments to find the valuable posts of those knowledgable on the subject matter.
Thank you
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Gosh, ya think? It amuses me no end that there's a huge banner-ad for "multi-crew licenses" as I read this thread. That seems like the solution to the inability to fly a freaking kite! We really are in Negativeland now, aren't we?
Originally Posted by Bugg Smasher
If fault may be found, then it certainly lies with the training departments of the various carriers who have been having problems at SFO.
Last edited by Capn Bloggs; 3rd Aug 2013 at 05:53. Reason: spelin.
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bubbers44
What you recall may be the case under FAA rules or whatever but in SQ the Captain remained in the LHS the whole of the flight eastwards, ie over 8 hours as First Officers were not allowed to sit in the LHS as they were not qualified to do so.
In the Air France accident the Captain was in the bunk with the two F/O's in control ( well not so as it happened)
What you recall may be the case under FAA rules or whatever but in SQ the Captain remained in the LHS the whole of the flight eastwards, ie over 8 hours as First Officers were not allowed to sit in the LHS as they were not qualified to do so.
In the Air France accident the Captain was in the bunk with the two F/O's in control ( well not so as it happened)