The point is that without the additional workload that those guys may have faced, missing the large wheels rotating may have been inexcusable. Then, same with another accident, "how can the crew miss the thrust levers moving to idle?" I think instead of saying "how can they miss a la...Jump to post
It wasn't put in the FCOM because it was expected that most 737MAX pilots would never be in a position to see it function, ever!!! Most airline pilots will never see an engine failure either, or for that matter the majority of the procedures in FCOM. It would be nice to know what to do if something...Jump to post
If the stabiliser moves fully in one direction can the aircraft still be controlled in pitch with the elevator ? or is this depending on the speed ?Jump to post
In none of the communication from Boeing, including in the description of MCAS to the airlines, is this feature of the normal trim behavior included. And for good reason. The intent of MCAS, to increase the stability of the MAX 8 and 9 in hard turns or other maneuvers which bring AOA over a thresho...Jump to post
I was on topic, we're discussing information that was left out of the FCOM and I was pointing out it happens to everybody. If the A320 documentation on alpha protection was adequate the NTSB wouldn't have recommended better documentation. "The investigation also found that Airbus' training cur...Jump to post
NO!! Even Sullenberger while gliding his A320 to a ditching didn't know that envelope protections would cut him out of the loop -- as far as pitch was concerned he was just a passenger for the last 150ft or so. Nothing like moving the sidestick and nothing happens. That could have been interesting ...Jump to post
Boeing style control columns which are mechanically linked directly to one another. Is that right? The are linked by a breakout mechanism, it is technically possible to spilt the yokes between sides. Been a few occurrences where it may have been beneficial. Eg https://www.atsb.gov.au/publications/r...Jump to post
but the A359 has the advantage in the induced drag and the engine's TSFC in a way that it would close the gap a bit Also has the advantage of higher cruise altitudes with the thinner air which reduces drag and fuel flow. I am curious though, how did you calculate the 10% difference? Seems to be as ...Jump to post
The 787 is also .84-.85 airplane, and cruises on similar levels. It easily overtakes the A350 on approach, though... :mrgreen: Yeah the A350 does everything at a lower speed closer to the ground compared to the A330/A340 (even been overtaken by a 737 !!). On a CONF 2 takeoff, V2 is basically F spee...Jump to post
More the point how do you stop them if you see them moving ?Jump to post
That's true concerning standard cruise (standard CI). However, LRC or MRC would be a little lower, and also could be a bit different for both planes. For example, 773 has a .84Ma cruise at default CI, and IIRC below .82 at CI=0 (this would be MRC, if I understand the Boeing concept correctly). Chee...Jump to post
What kind of contingency fuel do you usually get in kg or in terms of flight time on LH flights? Just trying to get an idea of how much can be saved compared to traditional 3-5% method... Well with PBC (probability based contingency) you need to take the good with the bad, generally I will arrive w...Jump to post
Based on what's known about this accident by now, would people suggest avoiding Lion Air or would that be irrational? In my view that is correct, based upon one accident without evidence it has a systemic cause I would think it is irrational. However my own personal view is that I would not fly wit...Jump to post
So what is the correct designation for the bird, is it CS300, A220-300 or BD500-1A11? Are CS300/A220-300 just marketing names, and the BD500 designation the official one on certificates? Just not sure how to log this bird as I flew on one yesterday! Pilot type rating is BD500 in the US and Canada. ...Jump to post
It may have, but it’s gone now. It looks like it burns less than 5.4/h in either direction at almost MTOW. More than 400kg/h less than stated earlier. I was only going by what was posted on Oz Aviation. From the numbers you have presented the landing weight for QF9 was 158.5 which included the 4.7 ...Jump to post
Will it be possible to add the A350-1000 to the graph with what is known about its performance so far..? As I explained up in the thread the A350 data is all digital, there is no performance books for it, to get the data out I have to use the onboard performance software. The version I have is the ...Jump to post
mandala499 wrote:The major problem with this, is the STS (Speed Trim System)... which if taking erroneous ADR feeds, could lead to...
What you do not realise is I sent my spreadsheets to the thepinkmachine and oldaeroguy by PM. I didn’t publish that data in this thread, just the graphs from the resulting information. The manufacturers data includes data points beyond MTOW which is why the A330 data is like that. I since added dyna...Jump to post
Zeke, small correction regarding QF9. According to my calculations, the Trip Fuel for this flight should be around ~95 tonnes, So average fuel flow would be around 5588 kg/hr. 100.6 tonnes quoted earlier is most likely the Block Fuel and that’s approximately a tonne short of the maximum tank capaci...Jump to post
A poster above seems to believe ADS-B out data somehow includes pitot/static-derived data; it does not. The location, speed and altitude information transmitted by ADS-B units (whether 1090ES or the 978UAT) is exclusively GPS-derived. The basic data is. When not GPS based, those basic data will be ...Jump to post
Ironically it confirms - if the UA 789 data is correct - that the average 787 has a significant fuel burn advantage over the larger, heavier frame, as it should. Several times on this thread it has been stated that UA has published 789 furn burn data, I have asked for the reference time and again. ...Jump to post
BravoOne wrote:Slightly off topic but just learned that these crews are trained by Airbus under contract to Lyon Air. No reason to believe that this has any bearing on the cause of the accident.
dragon6172 wrote:[I am interested in the "Note" from the previous flights pilot about the STS running the wrong way. Could this be something that caught the pilots off guard?
I am still confused, anyone with a USB stick receiver and a laptop is collecting and feeding FR24 likes. Where does MMR come into play? Are we venturing into ADS-C territory? ADS-C means contract, a link established betweeen ATC and the aircraft, not relevant here. The MMR is the multi mode receive...Jump to post
GPS by itself doesn't have error correction ability, it needs a satellite(SBAS) or ground(WAAS) based augmentation system. Not sure if Indonesia has those. The ADS-B data block error correction is to make sure what transmitted is not corrupted during the transmission, ability to the receiver to ver...Jump to post
GPS won't tell anything about _attitude_ Just to digress a little, many years ago before the solid state mems sensors became widespread, I built a flight control system based upon multiple gps sensors on the same airframe. If you know the physical distance between receivers and the gps signal you c...Jump to post
But Zeke, this aircraft had a reported failure of the pitot / static port system on the previous flight. ADS-B should not be trusted by itself in this case. ADS-B data should be trusted as it has error correcting and integrity data inside the data block, it also transmits a lot of data which is tot...Jump to post
2) Fuel data with conservative safety margins removed to favour the A350. 3) Fixed final reserve fuel weight to favour the heavier frame. 4) Fuel data from the latest aero tweaked A350 frames not one of the first 200 already in service. 5) Fuel data from a 5 year old non PIP'd 787-9 as displayed by...Jump to post
The ADS-B Data and the FDR data come from the same source and there is serious doubt about the validity of that source. The radar data is crucial. SSR radar accuracy is around 0.03 nm and 0.07 degrees in azimuth. The altitude output for the SSR comes from the side selected by the pilots on the TCAS...Jump to post
There are lots of procedures that airlines do that are different to other industries, and even between airlines procedures differ. The common aspect is that procedures have to be followed, they are in place for a reason. The fact that you do not agree with the procedure, or in your view the procedur...Jump to post
I have managed to complete the filtering of the data on the internet into a sensible flight path. I have made some screenshots of the flight path from different viewpoints to help visualise it. The corkscrew motion I mentioned previously can been seen in the track from around the 500 second mark (re...Jump to post
The burn is not close between the A359 and the 789. DL says their A359's burn 6600kg per hour on their TPAC routes. Some other carriers say 6400 kg per hour. UA pilots said LAX-MEL the 789 burns 5600-5800kg per hour. That is a major difference. Where have DL and UA I said this ? If Zeke's numbers a...Jump to post
Except that Westjet didn't do that, if that is indeed their policy. It may or may not. They asked for a nurse and two paramedics to examine the gentleman in question. Why do that at all if the decision was ultimately to deboard the passenger and not allow him to fly? Better question, why deboard hi...Jump to post
Does not matter what the published maximum takeoff weight is, what we are looking at here is the various airframes taking the same payload, over the same distance, landing with the same reserve. This all cane about because of one of the other armatures on here saying thea350 burbs 10% more for the s...Jump to post
You might be right, but just as I wouldn't argue with you about the finer points of piloting, how many medical professionals will you overrule? Look, I get it. With you as a pilot and me as a doctor, both of us serve as team leaders with people working under our leadership. When one of those people...Jump to post
@Zeke, 7-8 Ton landing fuel is a realistic figure. For an islolated aerodrome, you’d see something like 12-13 T. Just to make sure we are on the same page: by “reserve fuel”, I meant expected fuel at landing, ie. final reserve fuel+ alternate fuel+unused contingency fuel. As I said before. 8-10 ton...Jump to post
If they fail to notify the airline of their condition would be surprised they didn’t notify their travel insurance company either.
See how quick they drop a claim for a pre-existing non disclosed condition if that was the case.
The reserve fuel should not be fixed at 8T but should scale to provide the same duration of flight. The 787-8 would have a lower reserve fuel weight than the 787-9. They would be very close to being the same as we have been using the same landing weight and that reserve fuel is calculated at a max ...Jump to post
None of them has the authority to release the airlines liability, nor do any of those have the ability to release the passengers liability. The simple fact or matter is any passenger who is unwell needs to be pre-approved by the airline to travel. Crew who are sick also need to have medical clearance.Jump to post
Amateur here, but it would probably have to be some kind of corrected GPS speed... accounting for ascent or descent angle, right?
I've mentioned it before on this thread, but I'm still very baffled by the nose-down attitude of the plane early in the flight and indeed twice on the flight the night before. It doesn't look like much on the flight profile, but it's super unusual and it must have made a tremendous negative-G force...Jump to post
Not ridiculous at all. I think it is silly to fly so soon after having a stroke as you are treating a brain that is recovering from a lack of oxygen with an atmosphere that is lower on oxygen. Maybe a sleeping pill will mask syntoms of a complication of a stoke. Maybe the passenger had not told the ...Jump to post
Australia publishes new optimised flexible tracks daily via NOTAM based upon actual winds
https://www.airservicesaustralia.com/au ... xtrack.asp
Out of interest, is Lion air SOP to have the departure manually flown or am I misunderstanding the data. If the flight was being flown by the flight director / autopilot then the aircraft would I assume automatically compensate increased speed due to altitude loss with the engine throttle and even ...Jump to post
My guess is it the additional mass of the 787-9 is giving it a very different verticle profile in addition to the other items you addressed. I think the 787-8 and A350-900 would climb straight to FL370 after takeoff with that payload, then the 787-9 maybe limited to FL330. Every change of 1000 could...Jump to post