I'm friends with Matt Hicks (FO on the flight) - met him through my mate also on the fleet.

 

You have so many interesting connections!

Speak of the QF32 incident, I just finished reading the book about it by the captain, Richard DeCrispigny. It is a really good book which is well written. I highly recommend it to anyone interested in aviation (that's definitely no-one around here )

 

I've ordered the book, I'm just waiting on it being shipped. Im really looking forward to it ^_^

 

 

You have so many interesting connections!

 

Could say that ha! :-)

I first thought this was a hold a gun to PMDG's head kind of thread, but turned out to be an awesome story, very nice.

Wow, you have must have a ball pretty much everyday.Who operates the A310 in YYZ ? But Ethiopian is bringing the 787 tomorrow http://www.2merkato....mliner-services

My mistake, Saw the Ethiopian 787 when it first came in. Full water salute an all. Got some nice pics. The only A310 operators at yyz are SATA and Air Transat.

I first thought this was a hold a gun to PMDG's head kind of thread, but turned out to be an awesome story, very nice.

 

glad you liked it... my title was a give away....

 

My mistake, Saw the Ethiopian 787 when it first came in. Full water salute an all. Got some nice pics. The only A310 operators at yyz are SATA and Air Transat.

Thanks for the reply.... Air transat operates only airbus's rite ? you should post those 787 pics here..

glad you liked it... my title was a give away....

 

 

Thanks for the reply.... Air transat operates only airbus's rite ? you should post those 787 pics here..

will do, got to empty all the plane pics off my phone...soo much accumulated

I done it with the A380 a couple of times - the guys doing it said it's not as hard as it looks. However I bet it is ha! We pushed VH-OQA two months before her engine blew in Singapore weirdly enough!

 

Do enough pushbacks, and you do get used to it. Extremely intimidating the first few times, then you work your way up to the big boys and it actually gets easier to an extent because you can see completely through to the end underneat the fuselage. Thats why you can get the large aircraft perfectly on the line just aiming the center gear for the line. What was amazing though back when I worked airside was that b744 was never allowed to start more than 2 engines on pushback because it would actually push against the tug with engines idle and 2 at that! I imagine things have changed now with alot more powerful tugs. Very cool job if you dont have to work inside the belly all the time save for the weather.

It wouldnt have helped the nerves with the fact that the thing that you are pushing is worth many millions of dollars, and that you might ruin the travel plans of the pax. pressure, what pressure

jeff

Do enough pushbacks, and you do get used to it. Extremely intimidating the first few times, then you work your way up to the big boys and it actually gets easier to an extent because you can see completely through to the end underneat the fuselage. Thats why you can get the large aircraft perfectly on the line just aiming the center gear for the line. What was amazing though back when I worked airside was that b744 was never allowed to start more than 2 engines on pushback because it would actually push against the tug with engines idle and 2 at that! I imagine things have changed now with alot more powerful tugs. Very cool job if you dont have to work inside the belly all the time save for the weather.

 

Yeah that's what all the drivers said. Regarding the 747 I'm not sure, the A380 started two on pushback I believe. By the time they disconnected everything they had the flaps out etc ready to go!

Do enough pushbacks, and you do get used to it. Extremely intimidating the first few times, then you work your way up to the big boys and it actually gets easier to an extent because you can see completely through to the end underneat the fuselage. Thats why you can get the large aircraft perfectly on the line just aiming the center gear for the line. What was amazing though back when I worked airside was that b744 was never allowed to start more than 2 engines on pushback because it would actually push against the tug with engines idle and 2 at that! I imagine things have changed now with alot more powerful tugs. Very cool job if you dont have to work inside the belly all the time save for the weather.

 

With the E145 and CRJ7 its not too bad if you have a good wing walker and as for getting the aircraft perfectly on the line I use the main gear as an indicator and as soon as the time is right I use the inner gear as a pivot indicator and that helps me plant the plane right on target, also the wing walker is in perfect view with this method. With the CRJ's nose turn limits I simply push him out, turn him a bit and then dump the nose wheel off the capture plate without regard to center line perfection, mainly to avoid possible aircraft damage by over turning the nose gear trying to get a perfect park in the crowded alley.

 

Yes it was intimidating for a few times especially once you are done training and you don't have the instructor with you but after a week it becomes a routine event, you just have to remember to keep your head on a swivel and be prepared to stop on a second's notice. In fact pushbacks became my favorite part of the job.