Different bases and different fleets do it differently. On the 777 most of the people I know just split it in half. I'd rather do 6 hrs in the bunk personally vs a couple short naps. Some guys like to have the bunkies do a split break and the flying crew does one long one (FRMS recommended) which seems more common on the 787 from what I'm told. The 777-300ER has a great rest facility IMO.

 

who in their right mind holds the nose up that long and that high on a large widebody transport category aircraft? getting tired of excuses...this is not a game folks

 

Up to the crew, but I've never done the 4-break thing. Having never 4 breaks, I can't say for certain, but I much rather like the idea of one long break than 2 shorter ones. With the right break and right trip, I almost get better/more sleep than when home.

 

I have never done the split break thing (usually fly the daytime departures so donest really make sense) but if i was the flying pilot on a late night to syd or hkg or mel i can see how it would be nice.

 

but hardly proficient.. worst narrow body CA upgrades I see when it comes to flying ability come from professional bunkies

 

Well, duh... I went from flying 5-6 legs per trip to flying the same this year so far. There's no denying reps create proficiency. Shocking. I like the sound of how DL does landings, but UA chooses to create "professional bunkies". I'd much rather fly every trip, but that only happens with the correct seniority. So the choice sometimes comes down to perma bunkie or reserve and not even go to work. Yeah, you probably have a very small population that chooses this path, but I think most would fly more if they had the opportunity. Am I going back to the NB grind to do so - senior FO or res CA? Eff no.

 

Did long haul flying for 16 years. 4 man crew 15~ hours. Most captains would send an email well ahead of time making it clear who's flying and who is relief. No problem planning rest. Besides, it makes no difference Who gets first or second rest. The takeoff/landing crew can be out of the seat and into rest at top of climb if not earlier depending on airline policy. You got first choice of rest if you're the takeoff/landing crew. Never a problem and who gets to fly PF was always decided based on currency unless limiting conditions such as LVO required the captain to be PF. Some people have very rigid sleep patterns from which they can't deviate and long haul flying is not for them.

 

For the bunkie/flying F/O, yes it would be problematic. I MUCH prefer our system of bidding where each pilot bids for and knows their seat before we get to the airport. As a bunkie, you gotta show up without a pre departure nap in order to get any quality rest on first break. As the flying F/O, you need to be better rested, and not knowing which to prepare for is a potential fatigue issue.

 

That's the spirit!

 

This thing looks exactly like how the airplane would act if ground spoilers aren't deployed upon touchdown, and at the same time nobody notices what's wrong.

At a previous employer we had a module during one recurrent sim to demonstrate exactly this. And it did exactly what I see in this video. We were told spoilers won't auto-deploy on touchdown and not to quickly manual deploy them as procedure called for. To try to land to feel how it feels. Airplane didn't want to stay on the ground and kept floating off the ground unless extra control force was applied which was very unnatural to push down like that. They would quickly make a training sim module when ours or another airline had an incident/accident.

We don't make callouts during this critical phase of flight and if you don't call it out it's easy to miss it. We don't callout "speedbrakes deployed, REV green, autobrakes off" and what you don't callout will get missed on that rare occasion it doesn't happen. Hole in our SOPs and it bit someone.

Even simple things like altimeter setting. We don't say "××.×× inches SET/CROSSCHECKED" and guess what, I've never seen the STBY altimeter missed so often. If you have to say the word "crosschecked" you'll be subconsciously forced to actually crosscheck.

With that said, I don't know what exactly happened. Maybe something else caused it. I'm only saying I've seen exactly this happen and demonstrated. It looks exactly the same. Airplane touches down nice and normal, doesn't want to stay on the ground, confusion ensues due to abnormal handling response of the airplane, speedbrakes failing to deploy goes unnoticed (no call by PM) and this continues for an abnormally long period of time. The call "speedbrakes NOT deployed" at touchdown=>PF manually deploys them, landing roll continues as normal. No callout => No recognition => confusion.

Whenever something happens, it's not the operator that we should point a finger at. It's the system that's at fault. The operator is simply a product of the system. Don't blame the pilots. Blame the system and quickly fix the hole they fell thru, because if one falls thru it others surely will too.