So … for the second time in 2 years and the third time in 25 … I’m doing another Type Rating. This time it’s the Boeing 737NG and it’s very … different. For the first thing – I have LOTS of time. As practically every other pilot who’s ever gone through a type rating knows […]
For the last decade or so, I have been working on a document called Boeing 777 Procedures and Techniques. It has it’s genesis in what was originally a Common Errors document based on observations of Pilot/Student actions in the Simulator – but most particularly Instructor/Examiner activity in the Brief/Sim/Debrief as well. If you would like […]
![Tax Time : Crew Allowances (v3.8) [01Mar22]](https://www.infinidim.org/wp-content/uploads/2013/08/Tax.jpg "Tax")
It’s tax time again and time to drag out the spreadsheet I use to calculate the allowance gap between the ATO overnight stop allowance and what the Company pays. Last year this netted me thousands on my tax refund, so it’s worth doing …
So last year was a COVID Airline Industry sh!tshow and the upshot was (after being made redundant from the Virgin 777 operation) – I was fortunate to find myself on a BAe146 course. At least in part, my recruitment was based on my technical and computer skills (as opposed to any dubious potential to point […]
As a second officer in the B747-400 in the early 90’s, my exposure to Low Visibility Operations (LVOPS) or LWMO as Cathay called it then (Low Weather Minima Operations) was pretty minimal. Thus my first real exposure to racing down a runway at 300kph in 75m visibility Fog – or someone calling “LANDING!” on approach […]
Ken : The following article is written by a current B737 First Officer, after a discussion we had on Flight Deck Crew Dynamics. Have you ever been in the situation as the Pilot Flying where your off-sider has interfered with the Mode Control Panel (MCP) or lowered the landing gear without you asking? If so, […]
I’ve just finished reading Outliers, by Malcolm Gladwell. It’s been a long time since I’ve done a book report (to a very patient but acerbic High School teacher) but that fact, combined with my need to go back through this excellent read and summarise for my own benefit, has pushed the task onto me.
With pilots coming from a number of other aircraft types and several different airlines, including a domestic fleet, standardisation can be a challenge. The use of Flaps on approach has been in particular an interesting issue, which is hopefully address clearly in the following article.
![B777 EICAS [] FUEL SCAVENGE SYS](https://www.infinidim.org/wp-content/uploads/2011/05/FuelSys.jpg "FuelSys")
When you’ve been on an aircraft for almost 15 years, especially a modern Boeing, you think it’s ability to surprise you is behind you. Mostly – that’s true. And then …
Having jumping through multiple hoops to get the original – you would think that having operated into the States every month for the last two years, renewing my visa would not be that difficult a process. Well ..
I’ve been operating under the miss-understanding that if the visibility observed at the airport matches the minimum required to commence the approach – you’ll have a reasonable chance of completing the approach to a landing. As it turns out – for JAR OPS compliant NPA’s – this is not the case.
I have to renew my US Crew Visa – and do so in a hurry. Last time involved Guns and Security, Finger print and lining up … lots of lining up …
![[] SLATS DRIVE](https://www.infinidim.org/wp-content/uploads/2019/04/Slats-Drive-Training-2.jpg "Slats Drive Training 2")
The Slats (as opposed to Flaps) are high lift, leading edge devices designed to increase the lift on a wing that’s designed for high speed / high altitude flight, not this low speed lifting 350 tons off the ground manoeuvre that we insist on performing at the beginning of every flight. Sometimes they fail and one of the possible failures is a […]
Recently I had a philosophical discussion on board with a crew about the use of VNAV without LNAV engaged. I was surprised to discover that they were unaware of any of the potential pitfalls associated, so I add a section to the P&T.
I recently had occasion to look at Garmin Pilot. My background in EFB ranges from Boeing’s Class 3 in the B777 to LIDO mPilot (in the way early years) on Windows and more recently IOS, to several years of using and being a beta tester for Jepp FD Pro. I have a subscription to Jepps […]
I refer to the article “Danger and the mind of pilots” in The Saturday Paper by Martin McKenzie-Murray, of Saturday, 4th April 2015. Thank you for the first thoughtful article in the mainstream media I’ve encountered so far on the issue of pilots and depression/suicide, outside of the professional journals of the aviation industry. It […]
In February 2009 I was part of the team that picked up Virgin Australia’s (then V Australia) first Boeing 777-300ER. Having arrived into the airline in June 2008, it had been a long 7 months – very long – but now we were about to get an aeroplane – and fly it. For the benefit […]
My airline is currently looking at various options for an Electronic Flight Bag (EFB). Originally meant to come with our spanking new 777-300ER’s, they didn’t – for a variety of timing, manufacturing and political reasons. Thus we have an exceedingly handy clip/chart holder and a neat little cupboard where a hundred thousand dollar EFB should […]
I’ve spent the better part of 15 years on the 777 preparing early for the approach and landing by setting up the FMC. Now it seems KZAK has other ideas …
