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Bennyboy320

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  1. Bennyboy320
    Our cadets arrive from Australia/NZ were they do a CPL or MPL with about 150hrs total time, they then do a conversion to the A320 & a full a/c & instrument rating for the RHS, they then complete another 80 sectors on the line with training capt, however most require extra sectors before they are given a final line check to the line, they are second officers by rank & pay, once on the line they have reduced x/w & increased vis/cloud base min, so yes they are wearing the rank of an SO however doing the work of an FO, as you can see this greatly increases the workload for line capt, especially this time of year with TS, typhoons & wind-shear.
  2. Bennyboy320
    They do, paid as a SO but doing the work of an FO with the aircraft rating etc.
  3. Bennyboy320
    Don't know about the Boeing but on the Bus the standard calls for a go around attached.
  4. Bennyboy320
    Been there done that, training some of our 200 hour total time second officers, i.e. our SO's operate as a pilot in the right seat doing take offs & landings unlike most other airlines where they occupy the seat in cruise drink coffee & eat crew meals while doing R/T & the flight log, with these inexperienced pilots they tend to have problems below 200ft in maintaing the aim point or they become fixated on it & have no appreciation of the ground rush & either forget to flare which requires an immediate take over to prevent a hard landing & potential bounce or in my cases they over flare & balloon with the thrust levers at idle, so now you're below Vapp with idle power back at 20ft, you don't have much time but you have to select TOGA (fire wall the thrust levers) maintain pitch attitude don't change config & wait to spool up & accelerate to fly away safely then clean up, on a few occasions we actually bounced on the runway as engines spooled up, whist you are on the ground the config warning also starts blearing away because the computer thinks you are taking off & you are not allowed to do that in config full, so as you can see its a very dynamic & at times confusing maneuver for a line crew, definitely more complicated than a norm go around.
  5. Bennyboy320
    Yes we are, my company is doing this an an exercise on our day 2 sim session of our current PC. Makes me feel confident that on the Bus you will get the thrust that you demand, i.e. manually push the thrust levers all the way to the firewall & you get TOGA thrust.
  6. Bennyboy320
    Thank you very much everyone for time in answering my question, appreciate it.
  7. Bennyboy320
    This might sound very strange to some of you very experienced RAAus pilots out there, how do I pay for my landing fess if I use a particular airport & how do they bill me? As you can see from my question I've lived a very sheltered life as a pilot. Thanks.
  8. Bennyboy320
    If you are unable to monitor two frequencies at the same time have a look at AIP GEN 3.3-16 para 2.16.12/13. i.e. you need to maintain continuous listening watch & if you're going to change to the CTAF freq you really don't need flight following anymore so terminate the service.
  9. Bennyboy320
    And if the damage is upstream of the LP or HP fuel valves you can't stop the fuel leak, assume Boeing are similar to the Bus.
  10. Bennyboy320
    For those of you that don't fly airliners, we have big sliding windows in the cockpit that we use in an evacuation if we can't get out through the flight deck door for some reason, they are also great to open & have a sticky beak out of to visually assess whats happening, in this case thick black smoke & huge flames may of changed their minds to act & evacuate.
  11. Bennyboy320
    Now that would be an epic trip.
  12. Bennyboy320
    Hi Scott, I too really enjoy your videos, keep them coming, looks like it was an outstanding fun trip, cheers Bennyboy:plane:
  13. Bennyboy320
    No it means seat belts not life jackets, e.g. to simulate an emergency landing that is unprepared i.e. a gear collapse or fire smoke etc.
  14. Bennyboy320
    Once the a/c came to a stop it took 3 mins for the flames to disappear from view on the video I watched, the view from the cabin is even more frighnting, I also agree with everything that Dutchroll said, my airline group adopt the same procedures. An evacuation is a last ditch event & people will get hurt, however the possibility of ending up a crispy critter is far worse, they were very lucky, just look at the pics of the wing after the event. Listed below is whats required during certification for any airliner carrying more than 44 pax, on the A380 they had a total of 873 participants. The main requirements for the evacuation drill are: * Lights will be out in cabin * Half of exits will be closed * Drill must feature 40% women, 35% people over 50 * Passengers will not be told which exits are in use * Passengers must wear their seat belts Must be completed in 90 seconds.
  15. Bennyboy320
    Not sure these days but back in my time it was 185 hrs per year, that was what was required to maintain proficiency in both air to air & air to ground, if something came up e.g. a potential conflict the training can be cranked up. Whilst that doesn't sound like much flying to some it is all very high training value sorties. Cooda, for your son that's outstanding news & I wish him all the best for his future RAAF career & welcome to a very exclusive club, to quote a line out of the 1980's RAF fighter pilot documentary (available on youtube) "flying fighters is the sport of kings."
  16. Bennyboy320
    Complete series available on youtube too.
  17. Bennyboy320
    How true is the above quote, unfortunately a total loss of situational awareness, a classic result when perceived ability exceeded actual ability.
  18. Bennyboy320
    Interesting to watch him use a rag to clean his windscreen from the 12.00 point,the window heat & or demist is pretty poor, all I can say is that hopefully that won't happen to him at the CAT1 minimum, i.e. not visual due low vis in the cockpit, another reason I would never fly IFR in a bug smasher, the DA42 is a new a/c wonder what a clapped out 40 year old Piper or Cessna would be like.
  19. Bennyboy320
    Just looked at my purchase order & I'm getting a Mode S transponder, my error I assumed it's a Microair that was in previous a/c, you're right all new a/c generally come with Mode S these days if you want a transponder, however if you are unable to enter controlled airspace i.e. You only have RAA qualifications the older Mode C version is still handy & a lot cheaper, this will allow you to use flight following on cross country flights.
  20. Bennyboy320
    Just ordered my Foxbat & have the following transponder fitted, see the explanation, the altitude ecoder is locked in at STD i.e. 1013 regardless of what you enter on the altimeter, therefore you will get some disparities with large QNH changes, IFR a/c will have the altitude selector wired in to the transponder i.e. Correct altitude when on QNH then correct level when STD is selected, well that's what happens on the Bus. Doubled up on the attachment, finger trouble
  21. Bennyboy320
    EFB fine, no backup or paper required for private ops, they don't need to see a spare & you are not required to show them, however airmanship & common sense comes into the equation, this day & age most people have two iPads.
  22. Bennyboy320
    Don't get intimidated by a ramp check, download the ramp check guide from the CASA web site & show them nothing more than whats legally required.
  23. Bennyboy320
    No credit given for BRS, you only get an extra 50kg for floats.
  24. Bennyboy320
    Unless you're a controller at one of the Tokyo towers that nearly got cleaned up by a certain Asian airline a few years ago, they were banned from Japan for a year I recall, another of the NEVER fly with airlines that are unfortunately out numbering the safe ones.
  25. Bennyboy320
    Was told it was the new C172, didn't look to carefully at the pics.
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