Philsquares From , joined Dec 1969, posts, RR: Posted (9 years 4 months 4 days 9 hours ago) and read 11564 times:
I certainly don't want to take anything away from the original "A Day In The Life Of An Airline Pilot" but here is just a little different slant.
I am currently on an 8 day trip that takes me from SIN to BRU and back.
Day one, freighter leg, SIN-DXB. Check in time 1500L for a 1600L takeoff. Around noon, I figure it's time to think about my upcoming 8 day trip. Log on to dispatcher.org and check the weather in BRU/AMS to see what I need to pack. Weather looks pretty good, so it's some shorts, polo type shirts, bathing suit, hat, light jacket, shaving kit, shoes, trainers for running (yuck), uniform shirts, phone charger. Check the flight bag to make sure my kids haven't gotten into it, they love my foreign currency collection!
Get a taxi and arrive at the airport around 1430L, electronically check in and see my schedule for the next 6 weeks, not too bad, a LHR trip, SFO, an ICN trip and a NKG, ANC, ORD freighter trip.
My F/O is already there and has done an excellent job of getting the paperwork together. First thing I check is the weather, a clear shot to DXB with some TBs over India, but nothing to worry about, then Notams, nothing there, finally, since it's a freighter, the hazmat. Today our payload is just over 118 Tonnes, or 118,000KGS. Fuel is about 88,000KGS and we should arrive at DXB with 16,000KGS. I sign the flight plan and off we go to the A/C.
Arrive with about 45 minutes to go before T/O. I ask the F/O if he wants to fly and he is not hesitant about taking the first leg. I do the walk around and he does the cockpit. Loading is still underway so there is no rush just yet!
Now it's time to go to work, I get into my seat and I do my preflight checks. Then we both verify the FMS inputs, give a T/O briefing and we're done. It's now about 15 minutes prior to departure. Just about that time the loaders come on the gnd interphone and advise, they're just putting the last pallet and will be done in about 5 minutes. With that as a hint, we get our clearance and call our "5 minutes" to go to ground. We are going to try to get out a few minutes early.
Sure enough, ground buttons up all the doors and we're 10 minutes early when we release brakes and the clock is running. Normal push back and normal engine start. The F/O taxis out and we run the before T/O checks. No delay at the departure runway, so off we go...
We're just about 20 tonnes below MTOW, and elect to use TO-1 assumed temp. So, we roll a long way down the runway, and finally reach VR and off we go...passing 3000' we start to clean up...and settle in to our 277kias climb to 10000'. Then we accelerate to 340 and hold that until we pick up our cruise Mach of .847 we climb to FL330 and head west. The next 6hours are just normal cruise. In fact, we're about 6 minutes ahead on the flight plan and 2000Kgs ahead on fuel. Finally, around 135 miles from DXB and we start our descent. It's pretty much a straight shot to 12L and the F/O does a nice job of getting the airplane down softly and we use the whole length of the runway, It's about 42C in DXB and the airplane only has one hour on the ground there, so we don't want to get the brakes too hot. Once clear of the runway, we do the after landing check and I taxi to the parking spot.
It takes about 10 minutes to do our paperwork and the shutdown checklist. As we are leaving the a/c the next crew is arriving. We talk for a few minutes and then it's off to the hotel. My body clock is telling me it's around 11pm but the local time is only 7pm. The joys of international flying.
Luckly we are off the whole next day, but then it's an early AM departure for BRU. Clearing customs and immigration takes but a matter of minutes and once on the other side of that process we are met by the hotel representative who escort us to the Range Rover that is our transport to the hotel. The F/O and I make plans to meet in about an hour and have some dinner at a local restaurant within walking distance of the hotel.
Very uneventful night...I set my alarm for 8am to get up and run..before it gets too hot. Only 7 more days till I am home.....
Captain777 From Kuwait, joined Dec 2003, 315 posts, RR: 0 Reply 4, posted (9 years 4 months 4 days 2 hours ago) and read 11188 times:
A very nice report that I enjoyed reading and I hope that you and Wilco737 would post more of "A day in a life of a pilot" reports...........guys why don't you post us something when somthing funny or strange happened during your flight.
Philsquares one question though :- trainers for running (yuck)
So why do you run if you don't like it ?
the sky is the limit.............actually FL410 is the limit
Philsquares From , joined Dec 1969, posts, RR: Reply 5, posted (9 years 4 months 4 days 2 hours ago) and read 11177 times:
It's a bad habit started when I was in the military. Actually, helps pass the time on layovers..
Funny incident....Recent trip from SIN-ZRH. Just about 10 minutes prior to pushback, the Purser calls and tells me there is a pax who is absolutely petrified of flying. He and his wife would like to get off.
I go downstairs to see the situation, and explain the delay we will incur to off load bags. Turns out it is a relatively young couple, late 20s. The husband and wife are in the jetway and the husband is absolutely hysterical. Seems as though he took the train from ZRH-SGN. Took 15 days! The flew from SGN-BKK and had a terrible flight. Took the train (2 days) from BKK-SIN to fly to ZRH. However, he just couldn't get on the aircraft. After seeing his state of mind, I wasn't willing to have him on the flight either.
Finally, his wife decides to get on board...we off load his bags. Incur a 30 minute delay. Last seen being escorted out of the gate area by customer service agents.
Back to SIN a few days later, found out the husband just left the day prior for ZRH by train. Due to connections and timing, the trip was going to take 17 days!!!!
Jake056 From United States of America, joined Mar 2004, 291 posts, RR: 0 Reply 9, posted (9 years 4 months 3 hours ago) and read 10645 times:
Great report. Just curious. you said that the F/O used the whole runway on landing to slow down and didn't want to get the brakes too hot. My question is how is that decision normally made? Does it depend on how quickly the A/C will be flying again? How heavy the A/C is? Traffic so you need to clear the runway ASAP? I'm clearly not a pilot but was just curious.
Philsquares From , joined Dec 1969, posts, RR: Reply 10, posted (9 years 4 months 3 hours ago) and read 10639 times:
The decision to use the whole runway is normally made during the approach briefing, which occurs prior to out descent. Generally, on freighters, the turn time is about an hour, so if you have "warm" brakes, you either get fans or wait for them to cool. Also, if we're light it isn't a big deal to get on the binders and turn off prior to the end, but at MLW, you will build up heat fairly quickly.
DXB isn't a busy place, so taking the aircraft to the end of the runway isn't a big deal. However, into places like LAX, LHR, JFK and other busy places, if we're going to use the whole runway, all you have to do is advise tower. Technically, unless tower tells you to exit at a specific taxiway, you have the whole runway to use.
Jz From United States of America, joined May 1999, 252 posts, RR: 0 Reply 11, posted (9 years 3 months 4 weeks 1 day 10 hours ago) and read 10449 times:
Philsquares: excellent report!
Sitting on the left seat of the 744 is a privilege most of us can only dream about. Thanks for sharing that experience with us.
I assume you fly for SQ and on this 8-day journey basically flying west and progressively pick up various SQ flights from Europe and US and eventually rotate back to Singaproe. Is that true? Do they usually schedule in this same direction? Will a crew be scheduled to fly eastward NRT->SFO/LAX->AMS->SIN? What about intra-Asia flights?
Philsquares From , joined Dec 1969, posts, RR: Reply 15, posted (9 years 3 months 3 weeks 6 days 1 hour ago) and read 9998 times:
Normally, we position in F. However, on some flights there are no F seats offered, so then it's J. Generally, there isn't a problem. However, if F and J are all booked then it's back in Y, but we get compensated for that. I usually just ride in the jumpseat then.
INNflight From Austria, joined Apr 2004, 3765 posts, RR: 61 Reply 16, posted (9 years 3 months 3 weeks 5 days 9 hours ago) and read 9876 times:
Very interesting report Sir! Had a great read!
Just a question regarding your nationality? Are you from Ireland originally? Have you started flying comercially with SQ or were there other airlines before?
Philsquares From , joined Dec 1969, posts, RR: Reply 19, posted (9 years 3 months 3 weeks 4 days 14 hours ago) and read 9719 times:
I can only speak for SQ, but if I remember correctly, it's 7000 hours total time (minimum) 3000 PIC (international jet operations) and 1000 on type (777/744) otherwise you are required to post a bond for training.
Remember, those are minimum requirements and all of the direct entry Captains generally have 2-3 times the minimum requirements.
Philsquares From , joined Dec 1969, posts, RR: Reply 22, posted (9 years 3 months 3 weeks 4 days ago) and read 9575 times:
I am on vacation right now, but, I have a freighter trip in the beginning of Sept. We go SIN-HKG-ANC-ORD-NKG-SIN. I think I have 2 days in ANC. So, it's not a really long layover, but certainly enough to see ANC. The real problem is I have been to ANC about 1000 times, so there isn't much new to see. Great town though. Especially "F Street"