Concorde1518 From United States of America, joined May 2001, 746 posts, RR: 0 Posted (12 years 1 week 1 day 21 hours ago) and read 2673 times:
Hi, I got curious over the 767-400's range, and how the problem seems to lie in DALPA not allowing pilots to work a flight long enough for a ATL-HNL flight. So, what are the necessary "accommodations" if you will, for the "heavies?"
1) Do you need beds below decks or somewhere, or just enough jumpseats for them and nonrevs?
2) Also, how many Heavies are needed? I remember From the cockpit reports in airliner world show BA's LHR to HKG (744) to carry 2, but virgin's Shanghai to LHR (A343) only carries one.
3) What aircraft are equipped to carry heavies? Like, 777's, 747's and L-1011 size aircraft?
PanAm747 From United States of America, joined Feb 2004, 4242 posts, RR: 9 Reply 1, posted (12 years 1 week 1 day 19 hours ago) and read 2554 times:
First of all, the term "heavy" refers to an aircraft's weight, if a plane weighs a lot, it is referred to as a "heavy".
I believe you are refering to the "relief crew". The relief crew are just that. When the first group of pilots fulfill their time in the cockpit, the relief crew will take over. They consist of totally new captains, first officers, and flight engineers.
Yeah, I remember hearing about the ATL-HNL flight. The last I heard, they have a "technical stop" in LAX in order to change crews.
Since ATL-HNL is a long flight, you obviously need a relief crew, but I don't remember what was so special about this flight. When I flew ATL-LGW a 777 (which also had a relief crew), I saw one pilot leave the cockpit and he went to sleep in one of the seats in Business Elite (First Class). However, some pilots and flight attendants go to sleep in bunk beds that are right behind the cockpit I think (there are pictures of them on this site).
I'm sure the pilots can go to sleep in the first class seats, but they may have demanded that they have bunk beds, which the 764 (which is used on the ATL-HNL route) does not have. So, the pilots can demand a technical rest stop then.
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TurbineBeaver From United States of America, joined Jan 2002, 1199 posts, RR: 0 Reply 2, posted (12 years 1 week 1 day 18 hours ago) and read 2514 times:
Sorry, not to be mean but you are wrong! Relief crews consist of usually another first officer and what is called a "2nd officer". The 1st officer is trained to sit in the left seat, and the 2nd officer sits in the right seat. These two only fly the aircraft in flight, at cruise, which consists of talking to ATC, turning once in a while to avoid a storm, climbing/descending, and checking the navigation systems, (and of course monitoring systems!). There is never more then one captain on an airplane, if there were, the term would be redundant!! If want more info about this, ask CXFlyboy, he is a 2nd officer on the 744 for Cathay Pacific.
Concorde1518 From United States of America, joined May 2001, 746 posts, RR: 0 Reply 4, posted (12 years 1 week 1 day 3 hours ago) and read 2458 times:
Sorry about the mix-up. I was going off the info from a "From the cockpit" report in Airliner world. They used the term "Heavy Crew" to mean relief crew. Also, it says the the "Handling Pilots" will become This "Heavy crew" for the flight home. Just wondering if the 764 couldn't handle this because of a lack of enough jumpseats, and what the policy is for carrying 1 relief pilot (There was only 1 on a later "from the cockpit report" in the ?October 2000? issue) Just to site the source, I am getting this from the August 2000 "Airliner World."
Ryu2 From Taiwan, joined Aug 2002, 475 posts, RR: 0 Reply 5, posted (12 years 1 week 1 day 2 hours ago) and read 2437 times:
How does the relief crew rank from a crew bidding/seniority point of view? If there can only be one captain on the plane, are both relief crew technically considered FOs? Or are they a rank/position to themselves?
Does the left seat relief pilot considered to be higher rank than the right seat relief pilot?
AJ From Australia, joined Nov 1999, 2380 posts, RR: 26 Reply 6, posted (12 years 1 week 1 day ago) and read 2429 times:
Different airlines run the 'relief' system differently.
For example a British Airways crew for a long haul flight may consist of two Captains and two First Officers, one of each performing cruise duties only. There are bunks on the flight deck for the off duty pilots.
Singapore runs quite a few flights (SQ006 for example) with one Captain and two First Officers.
Qantas (and Cathay) employs Second Officers, trained pilots on the aircraft type who aren't necessarily rated on type. On a Qantas long haul flight there may be a Captain, a First Officer and two Second Officers. The Captain and First Officer can only operate from their seats, so the Second Officer relieves the other pilots by sitting in the left OR right seat as required.
The minimum crew compliment is decided by Civil Aviation Regulation/Federal Aviation Regulation or the local equivilent in conjunction with the pilot body and the company.
KaiTakFan From United States of America, joined Oct 1999, 1587 posts, RR: 7 Reply 14, posted (12 years 3 days 22 hours ago) and read 2264 times:
well just a bit of info regarding relief crews... on one flight from SFO-SYD every single pilot in that cockpit was 747-400 captain rated... just the most senior takes the full captain title I guess. they were all high in age as well... so i didnt doubt it. anyone else hear of something like this?
Seagull From United States of America, joined Jun 2001, 340 posts, RR: 1 Reply 15, posted (12 years 3 days 21 hours ago) and read 2263 times:
The relief crew size depends on the length of flight and the regulations under which the carrier operates and the contractual requirements. The relief crew can be one regular first officer, a "second officer" (at some carriers, where the person is not qualified as a F/O), but can also be a Captain. On longer flights there can be a full double crew, a relief crew or some other combination. Depending on the carrier the double crew can be anything from a capt and f/o plus an additional f/o and a "second officer" to 3 f/o's and a captain, to 4 captains.
The only actual requirement being that there are enough qualified pilots to be legal, but that can be satisfied in a number of different ways, as you can see.
A separate set of rules, contractual and regulatory, dictate whether the crew requires actual bunks or just a seat in the back. For example, in the U.S. after 12 hrs you need a real bunk, below that the requirement for additional crewmembers is just that, and they can all be on duty the whole flight (contractual rules may be more restrictive). There is also no set schedule that crews need to follow on when they rest, usually the capt gets first choice of when, then the others based on seniority, crew position, or just mutual agreement. It's not structured at all (despite what the news media seemed to think on the Egypt Air accident).