Re: Is it possible to access the cargo compartment from the passenger compartment?

The A340 has an integrated foldable ladder to access the aircraft from outside. Here is a training video: https://www.youtube.com/watch?v=eKrHO6a04Cw Many operators have removed the ladder. I guess it saves a bit of weight not to have it. Finding a ladder tends not to be a problem at most airports....

Re: What else is an ATPL pilot allowed to fly?

To expand on VSMUT's post, you can think of it hierarchically. At the top is Category, then Class, then Type Rating. I'm going to use the FAA system, but as noted there are myriad national variations. A Class of aircraft is a broad category. - Airplane, which are fixed-wing aircraft, e.g. Cessna 172...

Re: Is it possible to access the cargo compartment from the passenger compartment?

I've gone through the avionics hatch in the cockpit, into the avionics compartment, and into the forward hold. Good morning! Is it true that you can also escape from the avionics bay to the tarmac by opening another hatch that gives access to the nose gear bay? Best regards, Hendric Yes, there is a...

Re: Is it possible to access the cargo compartment from the passenger compartment?

In some A340 it is possible to enter forward (through the E&E) and aft cargo (through the mobile crew rest) comparments during flight. Indeed. However, as I mentioned above the cargo hold is typically full of cans so it is a bit academic. In-flight, you'd basically open the door from the avioni...

Re: Is it possible to access the cargo compartment from the passenger compartment?

I've gone through the avionics hatch in the cockpit, into the avionics compartment, and into the forward hold. Of course, once the cans are loaded, they would take up that space so they would block access. You can't get from the forward hold to the rear hold because the wing box is in the way. In ot...

Re: YouTube Video - Late Throttle Override. Any further information?

There are other issues that can affect the pilot trainee in simulators during landing: 1) The visual resolution of simulator visual systems is not as good as the real world so it affects the landing flare because the pilot is used to seeing a better resolution picture while determining the point to...

Re: boeing 747 400X, the 400 under a different name or something else?

Boeing monikers with an "X" typically denote proposals and not production versions. I think the -400X eventually developed into the 747-8. This article references two different -400X possibilities, one with the same external dimensions as the -400, and one stretched but retaining the -400E...

Re: F-S scale on the attitude indicator

https://upload.wikimedia.org/wikipedia/commons/c/c5/VMS_Artificial_Horizon.jpg My guess is that it is an angle of attack index, and the letters do indeed mean Fast and Slow. Many fast jets use angle of attack as a reference on approach. You can see the index on the left of this F/A-18 HUD. https://...

Re: YouTube Video - Late Throttle Override. Any further information?

In the training environment, we refer to this as "misjudging the flare," and while it is common for this to happen to pilots who have not previously flown the aircraft, it occasionally happens to experienced pilots as well, although perhaps not quite to the extent as shown in the video. A...

Re: YouTube Video - Late Throttle Override. Any further information?

As vikkyvik says, a bit late to make a difference in the actual touchdown. But I suppose the captain wanted to take control and go around, while also clearly indicating that he was in control. Just saying, "I have control," might not get through to a very "focused" student immedi...

Re: Commuting Logistics for Airport Employees

Given the exorbitant costs to park a car for passengers at airports. how does it work for employees? Are employee parking lots generally free or do they attract hefty costs for employees? Is there are general rule or does it depend on the type of employer and aspects such as availability of public ...

Re: Pitot tube temperature

Adding automatic pitot tube heating activation adds an additional point of failure. Nice when you a have a "mainline airliner", visiting these "hellholes" rarely, only to get back to the safety of well-stocked base in a more pleasant locale after a quick turn. Does it really? Yo...

Re: Crippled by a windshield wiper

Quick question for all you pilots out there: do you actually use the damn things? I’ve ridden jumpseat countless times, and the only time I’ve seen them in actual use was sitting at the end of the runway for takeoff, and the crew activates them for a few seconds so they can have a “clear” view of t...

Re: Crippled by a windshield wiper

The issue apparently came up after dispatch. The MEL doesn't need to be applied, but it can provide useful guidance. I don't have an A320 MEL, but the A330 should be fairly similar in this respect. It says that if one or both wipers are continuously running, the aircraft can dispatch with the wiper(...

Re: Why not measure acceleration instead of using derated flat throttle percentage?

GalaxyFlyer wrote:

Funny, we used “reject” in the USAF, at least, in AMC, the command formerly known as MAC.

Re: Why not measure acceleration instead of using derated flat throttle percentage?

As Lukas757 says, it's too late at the runway. Even if you used an acceleration measuring system, you have to work out the performance parameters ahead of time anyway. It's all done before engine start, because you need to know what reduced thrust you enter, if you can do an intersection take-off, ...

Re: Extension of flaps and landing gear during turns on large aircraft

I asked about this on a training course in Toulouse once. The manufacturer says its complete bogus, the hydraulic system is in no way negatively affected by doing 2 actions at once. It may have applied to WWII piston bombers, but not for modern airliners. Love it. Regardless, I'd get a thrashing if...

Re: Why not measure acceleration instead of using derated flat throttle percentage?

As Lukas757 says, it's too late at the runway. Even if you used an acceleration measuring system, you have to work out the performance parameters ahead of time anyway. It's all done before engine start, because you need to know what reduced thrust you enter, if you can do an intersection take-off, i...

Re: How do you apply NADP2 procedure?

I remember some flights where we reduced thrust right after LVR CLB flashes and aircraft was losing speed suddenly and was commanding an instant nose down, which causes a slight uncomfort for passenger. I remember one captain who recommended setting THR Reduction/Acceleration as 1200/1000. kemala, ...

Re: Extension of flaps and landing gear during turns on large aircraft

It is also considered good airmanship not to move the flaps and the gear at the same time to avoid peak loads on the green hydraulic system (this is also not a limitation/procedure, but is considered good airmanship). I asked about this on a training course in Toulouse once. The manufacturer says i...

Re: How do you apply NADP2 procedure?

"Standard noise abatement" at my operator does include "Green Dot (Vzf) to 3000ft" after flap retraction, so we don't accelerate to 250kt. However in practice by the time you reach 3000ft, you might not even have had time to accelerate to Vzf. At 1500ft, thrust goes to CLB, and ...

Re: How do you apply NADP2 procedure?

And I will be happy to hear practical applications of NADP2. Not all companies or pilots strictly follow what book says, so actual applications will be appreciated to see here. Thanks. Some would say this is nitpicking but actually you're quite right : Not before 240 m (800 ft) and while maintainin...

Re: Extension of flaps and landing gear during turns on large aircraft

If you're using manual thrust, smoothly increase as needed as the slats/flaps and gear come out. The biggest drag change is the gear, but you more or less know how much you need to increase the thrust to compensate. Set an approximate value as the gear comes out, and adjust once a speed trend become...

Re: How do you apply NADP2 procedure?

Climb rate is indeed reduced but this is accounted for in the calculation. If the conditions mean the required climb rate won't be maintained with the mandated climb procedure we inform ATC and they can change runway, waive the procedure, and so on. Typically, THR RED and ACC altitudes are set auto...

Re: When specifying aircraft range?

It's a bit hard to tell, tbh, because the airport planning document always seems to be based on a "standard three-class layout" or the like, and this layout is anything but "standard". Most operator layouts will be heavier, at least for widebodies. Things like business class sea...

Re: How do you apply NADP2 procedure?

Climb rate is indeed reduced but this is accounted for in the calculation. If the conditions mean the required climb rate won't be maintained with the mandated climb procedure we inform ATC and they can change runway, waive the procedure, and so on. Typically, THR RED and ACC altitudes are set autom...

Re: When specifying aircraft range?

All those public numbers should be treated with a big scoop of salt. They're marketing figures, and will be massaged to be favourable for the manufacturer's product. Operators need aircraft for specific missions and will negotiate specific performance guarantees. As I recall SQ had performance guar...

Re: A/C type behaviour in turbulence

The 787 and A350 have active damping as standard, and I think the entire Airbus FBW range has maneuver load alleviation, which uses the spoilers to unload the wing during turbulence. The A380 has this feature very visible with quite large independent deflections of the ailerons to automatically cou...

Re: Jetblue 106 to Ponce missed approach today?

I meant that any aircraft having an MTOW near MLW would have an easier time burning enough fuel circling or whatever to get down to MLW. Unlike, say a wide body that experienced a mechanical problem at time at takeoff fully fuelled where getting back was time critical and you couldn't afford to spe...

Re: When specifying aircraft range?

All those public numbers should be treated with a big scoop of salt. They're marketing figures, and will be massaged to be favourable for the manufacturer's product.

Operators need aircraft for specific missions and will negotiate specific performance guarantees.

Re: CRJ-700 “hole” in wing

The bottom of the wing is way less sensitive to flow disturbance compared to the top.

Re: A/C type behaviour in turbulence

A330-600 was a nightmare in turbulence. It was just too long and all oscillations were exaggerated in the nose A340-600? IIRC, Airbus introduced some automatic pitch inputs to counter the effect, but that didn't completely "solve" the issue. The 787 and A350 have active damping as standar...

Re: How are flight crews positioned for non-daily overseas service?

In that case in Athens, my guess is the crew would be treated to a mini-holiday, accommodation included. I've done a fair share of those. I love them. Long story short, it is the pilots job to get to and from the base. It is the airlines job to take care of you everywhere else. When I position from...

Re: A/C type behaviour in turbulence

Flight attendants also have a keen perspective on turbulence, which is interesting to contrast with pilots. When flight attendants work, they are working in multiple places related to the center of gravity - forward of it, on it, and behind it. Therefore, they really get to feel how different parts...

Re: How are flight crews positioned for non-daily overseas service?

Five day layover = five days of hotel and allowances. I've never heard of anyone flying home on a multi-day layover, but I suppose it is possible. :D In many cases, there are legal barriers as well. E.g. some countries won't let you travel more than a certain distance from the airport if you enter a...

Re: Crosswind Landing Question

Wing shape and size have a lot to do with it. For example, the A330 is not as stable in gusty winds as the 777 because of the higher aspect wing and lower wing loading. While larger aircraft have more inertia to compensate for larger surface area, it does make a difference in how much you need to an...

Re: Why do all new-build cargo aircraft have lower deck cargo areas?

Why do all new build cargo aircraft have a lower deck cargo area? Shouldn´t cargo aircraft just have fuel tanks on the lower deck as most of the cargo is transported on the main deck? Wouldn´t the lower deck being just fuel tanks allow the aircraft to have TPAC/TATL range from the US west coast? An...

Re: Sourcing old electronics for new planes

AFAIK, the manufacturers of those bits simply buy components in bulk at the time. The FM in the A330 probably uses a 486 processor or the like and Honeywell have a bunch in a warehouse.

Re: Airlines that don't require their crews to overnight

As far as I know Ryanair and EasyJet don’t have scheduled overnights. Unfortunately, overnights have become relatively uncommon for short/medium haul flights with many airlines. Make that fortunately. I’d rather be home everyday than spend time away in hotels. No matter how good they are and how ‘g...

Re: Factor safety used in E170 wing

As a general rule structures have a minimum 50% safety factor beyond the load limit. The design load limits for a transport category aircraft are +2.5G/-1G clean, +2G/0G dirty. - Beyond load limits, permanent deformation may occur. - Ultimate load is limit load x1.5. - Beyond ultimate load, the stru...

Re: When did English become the Considered Language of the Skies.

Just to point it out... nearly all radio traffic between ATC and aircraft is done in the local language of each country. Often they only talk English to foreign aircraft. Some countries try to maintain English as the preferred language on the main frequencies, but it's rare. If you fly through Sout...

Re: Grass landing strips

LOL...what airline is that?? Famous Susi Air They even have an awesome TV Show. Oh nice! Thanks for the info!! Most of the episodes are on YouTube. There's a bit of dramatic voiceover syndrome but interesting stuff. I've met a few pilots who've worked in the area and it is indeed as depicted. Flyin...

Re: Grass landing strips

AntonioMartin wrote:

I was just wondering if there are any grass air fields with commercial airline ops....

Re: Grass landing strips

I realize the early-days-of-aviation-romance of the grass landing strip and its quaint, throwback history but are they inherently more difficult to handle than pavement? Particularly, when dew covered or wet from a rain? I always imagined them as manicured as a golf fairway, but then I remembered h...

Re: Why not wider runways?

The problem with landing on the centerline all the time is that Mother Nature has a habit of making that challenging. I'm just suggesting making that challenge a little easier. Is the cost to expand the runways more expensive than the cost of losing an aircraft? There are spacing requirements for t...

Re: PIC Swap With Two Captains?

Thanks for the responses guys! Follow up, on long-haul multiple-crew flights, what is the procedures for handling unexpected/emergency situations while the PIC/commander is in rest? If there is a situation that warrants the commander's attention, he/she is simply notified. However, the relief quali...

Re: PIC Swap With Two Captains?

Well, there's a commander on the flight plan, so I guess that's your answer.

No idea how they determine it.

Re: How are aircraft scheduled for major airlines?

Simplistic answer, but there's software.

You can normally book a flight a year in advance, so the schedule itself goes out that far in many cases. Specific tail assignment is not done that far out though.

Re: HUD on commercial aircraft.

I have always viewed HUDs as an American thing. Initially devised to use for low vis in aircraft without autoland IIRC (thinking DC-9/MD80 etc. here). Over in Europe, which really needs low vis ops, HUDs have not really caught on. My lot operates CATIIIB to 75m RVR Minima without HUD. That said, I ...

Re: Parting out retired aircraft

Was just reading an interesting article from the UK on retired BA 747s that left me with a question. Are there parts from, say a 15-year-old 747 that might be useful in other, more modern airframes, similar to the way car parts often span a range of years, makes and models? Is would everything from...