GalaxyFlyer wrote:Do any of the A or B planes RATs have a retract function? We did on the C-5 but didn’t on any of the BBD planes. Retract on the Lockheed was at a maximum of 180:KIAS, but it worked.
Example: In the A330 if you get low level in both green and yellow, or both and blue, hydraulic systems, the RAT deploys automatically. That way you'll have one system left (yellow or blue) and the green system. Way better than just the blue or yellow. what happens in case of leak in green system? ...Jump to post
Higher cruise altitude from the start is an advantage, but a "long haul aircraft" like the 777-300ER will not be thus limited on routes of a few hours. Also, the airline only cares about total cost, not about whether they could theoretically have somewhat lower burn 4000 feet higher. It's ...Jump to post
Live ATC is just one tool in learning how to talk on the radios (and an effective one too - especially in dealing with learning CRAFT in your IFR training). Until you are in the cockpit and keying up, you won't quite understand how the pacing goes (slow and fast). You have to remember that everyone...Jump to post
Isn't the RAT the last choice when both engines are out as well as the APU. A chance to land the glider? It is, but it is used in more situations. And even if you have the APU, you need the RAT for hydraulic power. Example: In the A330 if you get low level in both green and yellow, or both and blue...Jump to post
Anecdotally I think that climb and descent fuel burn evens out somewhat. You burn more fuel climbing for about 30 minutes, but you burn less fuel descending for about 30 minutes. Not saying the increase and decrease are precisely the same, of course, but the cruise average is roughly the same as the...Jump to post
- If you have it, use it. There's no use an aircraft sitting on the ground for 16 hours between long hauls. - Many short routes have enough demand for large aircraft, e.g. HKG-TPE. Large aircraft tend to be built for long haul, but if you can fill a 777 consistently you'll still make more money than...Jump to post
It comes down to what operators want to pay for, which is why many engines have different thrust options. Sure, you could give the engine a higher thrust, and get more payload/range capacity. But that has to be weighed against the additional cost of maintenance. As I said, you don't "need"...Jump to post
If the engine can clearly produce more than rated thrust .... why is that not allowed during emergencies? Example: If some particular flight is weight limited because of engine-out concerns, and the engine had an extra bit of thrust just for emergencies, then one could increase weight. (Assuming en...Jump to post
If an engine is shut down, you still have the other engine, and you can get redundant electrical power from the APU. So no need for the RAT at all Although there have been RAT deployments even if both engines were operational, e. g. http://avherald.com/h?article=4b3d825b&opt=0 or http://avheral...Jump to post
A330 is hydraulic only, powering the green hydraulic system. You get electric through the emergency generator, powered by the green system.
Either way, as BoeingGuy says, if you have the APU and one engine, you have plenty. Even with one engine and no APU, you will have most of the systems.
I still wonder what exactly bad in a345/6 compared to 77w. What exactly too heavy? Wing or fuselage? Thank for post, very interesting. I think t/o performance can be solved in 321xlr way by different flaps. Also, for me , 77x still looks like the only new plane being heavier than previous, or at le...Jump to post
On the A350 the RAT generates electric power only. No hydraulic power. If you lose both engine you lose all four hydraulic pumps powering both systems. Emergency hydraulic power is provided by self-contained actuators. So even if you lose all (main) hydraulics you still have working control surfaces.Jump to post
Across various types: How do the effectiveness of speed brakes vary on different aircraft? (I'm guessing they're all next to useless < 220kn). Any more/less effective than others? I've read that the Avro146/RJ100 speedbrake is ridiculously effective. Split tail design. Not quite next to useless, bu...Jump to post
Could it becoming from an overflow tank ? I doubt it given the volume (looks pressurized to me) but I am no way familiar with the fuel dumping systems. Any overflow would come out from a hole in the middle bottom of the outer wing, below the vent surge tank, which is outboard of the outer tank. Wel...Jump to post
rjsampson, with regard to your general subject matter, “Captains admonishing FO’s for using speed brake on descent,” keep in mind while the entire “livin’ the dream” series is quite humorous, it is not completely accurate and most situations have been substantially enhanced for entertainment purpos...Jump to post
Max Q wrote:I’m surprised there’s not a weight on wheels lock out for the dump nozzles
The only example of poor descent planning that I see is planning an idle descent at .80/340kts from top of descent. We were CI99, oooops! I used them a lot more as a newer FO on the A320 series than I do now that I have more time in them. It was far more slippery than all the other planes I've ever...Jump to post
Just to get the pic into the actual thread.
I noticed on the pprune forums that pilots were especially annoyed in these situations in the 757, describing the wing as the "cleanest" airplane you'll fly. Didn't check the time stamp on it... I'm sure there are "cleaner" airplanes nowadays... Forgive my ignorance: How do &quo...Jump to post
Yeah, and there are also these approaches where descend rate is high. Throw in some shortcuts or speed reductions, have a "good glider" like 787 or 350, and I can't see anyone planning a proper descend. I remember coming into Narita, on SWAMP N app to 16L. Limit at SWAMP (33 miles DME fro...Jump to post
As Woodreau says, due to ATC the speedbrake is often necessary. Also, winds aren't always as predicted. If there's a 30 knot tailwind at 8000 feet, the old speedbrake can come in handy. Besides, nobody is perfect. Sometimes things just don't go to plan, and lessons are learned. It might happen less ...Jump to post
Probably a failure in the valves or electronics that drive them. Either that or crew forgot to close it after completing the dump. AFAIK on the A340, the system would stop jettisoning automatically when the preset fuel quantity was reached, or when reaching the hardcoded minimum figure. But the cre...Jump to post
paullam wrote:Maybe some “eye witness” just saw vortexes?
No, the pilot is wrong. ATC isn’t there to serve him; we are there to serve everyone equally. I am sworn to provide safe and efficient service to everyone, whether you are in an A380 or a C182. I understand you have been flying long enough that you feel entitled cause you are flying a heavy, but do...Jump to post
I'll throw in fatigue as a factor. If you're really tired, it is easy to miss or misunderstand calls. Some controllers pile the instructions on and you lose track. I can remember "descend to 4000, cleared for the ILS zulu runway 27 approach, QNH 1007" but please pause and let me read back...Jump to post
I'll throw in fatigue as a factor. If you're really tired, it is easy to miss or misunderstand calls. Some controllers pile the instructions on and you lose track. I can remember "descend to 4000, cleared for the ILS zulu runway 27 approach, QNH 1007", but please pause and let me read back...Jump to post
At a guess, given how turbofans work, more fuel efficiency tends to give lower noise levels. Bigger fans are more efficient. They increase the bypass ratio so you get more low speed "quiet" air in proportion to high speed "noisy" air. In effect, bypass air acts as a noise blanket...Jump to post
Thankyou for the responses, I feel slightly more satisfied now... So perhaps 450ish MPH? If indeed we did add some downward elevator deflection, is it possible the tail would rise up off the ground at high enough speed? Pushing the nosewheel into the ground? It is possible the tail would rise, but ...Jump to post
The equipment for flying routes over places like Northwestern China isn't that specialised btw. You just need to provide O2 to the pax for 45 minutes (IIRC) instead of the normal 15-20. So most, if not all, A350 or 777 I suppose could do it. Normally the main actual equipment difference is bottled ...Jump to post
Its very likely. Ted Ingling (GE Aviation’s GE9X program manager ) said the GE9x has unofficially beaten the GE-115B record thrust in cold weather triple red line conditions and stated a new record for the books will be forthcoming. That means at least 121% of rated thrust.. very impressive. But al...Jump to post
B215 indeed. But it doesn't really go over the higher bits of the Himalayas. I don't know if you can actually fly over said bits of the Himalayas in a heavier widebody. An engine out or depress might leave you with nowhere to go. The equipment for flying routes over places like Northwestern China is...Jump to post
You can use https://skyvector.com/ to get see the local VFR chart.
If I'm converting correctly, your coordinates are 43°41'23.7"N 79°16'50.6"W.
The 747-8 could easily take off at over a million pounds but to the best of my knowledge Boeing never has because MTOW is certified at 875,000 pounds. They certainly could easily do it except bragging rights have no place in something as conservative as aviation. Once the flight envelope etc is def...Jump to post
Wasn’t quite sure where to put this. Just curious as to how to get a job in the crew control department of an airline. Nearly all airlines require experience, and it’s impossible to gain the required experience because nobody will take you on without any experience! I’ve applied to around 15 differ...Jump to post
Just remind, Airbus has now still three new A321 programs running in parallel. A321 Neo A321 Neo CabinFlex System A321 LR It seems the CabinFlex is the issue, because of this, there are many changes, including all vendors have to provide complete new cabin systems including complete new lavatories ...Jump to post
One is a 777 and one is a 787.
- The 787 will typically cruise higher. Winds aloft vary by altitude, so if different cruise altitudes are planned, different routes are optimal.
- They may have different ETOPS approvals, meaning one may be more constrained than the other.
While certainly a great success, the 767 was probably too small a widebody to continue holding its own in the new century. Fragmentation at the lower end of it's market space meant aircraft in the 738/321 size could take over many of the routes, while at the higher end the A330 and eventually the 78...Jump to post
Eugenewats wrote:What is the UAL 600T call sign about?
When I worked for a certain national carrier in SIN, their per diem policy was paid by regions, there was China/Asia, North America, Europe, Africa and India. India was about 80 USD, while Europe was about 4 times that. Then there was this convoluted method of calculating the first and last day amo...Jump to post
Personally, I notice. A 12-hour flight in the A350 leaves me noticeably less dehydrated and "spent" than a 9-hour flight in the A330.
The bunk in the A350 might help with this as well.
You can see in these cross-sections how the cargo space is much "taller" than the crown
Aircraft are typically weight limited anyway. Extra room to stow stuff doesn't do any good if you're maxed out on weight. In reality the floor to ceiling ratio is a lot closer to the lower drawing. The floor is located near the center of the tube to maximize floor space for more seats. There really ...Jump to post
“silent rooms” are necessary when you check in at 6am after a red eye flight and check out at 6pm for the next duty day (or duty night) of flying. Nothing is more annoying that getting housekeeping knocking on the door at 9am after you’ve finally gotten to sleep by 7am. I was honestly surprised dur...Jump to post