There are really people equivocating about the need for razor sharp, hand flying, stick and rudder skill? GalaxyFlyer is right - in the end, that is what it comes to. Know the systems, know how to fly the airplane if the systems won't do it. Very simple. This. So very much this. As mentioned, also ...Jump to post
The rules vary per jurisdiction. This is for my operator. - Pilots may use a business class seat for rest. However. time spent resting in a seat counts less than in a bunk. That is, an hour spent resting in a seat gives you less duty time extension than an hour in the bunk. - Cabin crew may also re...Jump to post
On the 'bus, if you want to make the autopilot turn "the long way around" is to turn the heading knob until your commanded heading 150-160 degrees in the direction of the turn. Once the aircraft is 20-30 degrees from the commanded heading, turn more until you get to the heading you want. I...Jump to post
The rules vary per jurisdiction. This is for my operator. - Pilots may use a business class seat for rest. However. time spent resting in a seat counts less than in a bunk. That is, an hour spent resting in a seat gives you less duty time extension than an hour in the bunk. - Cabin crew may also res...Jump to post
So, if you were flying a due north and were instructed to turn to 270 degrees, would you go right three quarters of the way around the circle , or turn left 90 degrees? As you can tell, I'm not a pilot, but it seems to me that in situations where the flight is told to make numerous course changes, ...Jump to post
As mentioned, navigation is referenced to magnetic north (true north in some particular areas near the magnetic north pole). Relative Bearings are used for traffic awareness sometimes, but expressed in "clock" terms. E.g. "traffic at your two o'clock, same level". Always measured...Jump to post
And of course finding all the relevant information requires IFE system manual and full 737 wiring diagram. But it is usual "through obscurity" thing I have a better and more interesting question for you, though. Why flight data is available to IFE at all? Apparently, when 737 systems were...Jump to post
That's what many IT guys said. Next thing they learn is it would take $1M to a Bitcoin account to get things back to normal. Thinking about it, and assuming 737 being a Ruby Goldberg machine with WWII style archite тоcture, IFE being a total afterthought, how messing up things is possible. See, bot...Jump to post
Ok, so you are not familiar with specifics of NG mask deployment system? Ad hominem fallacy. You're not refuting the actual point. Regardless of how mask deployment works on the NG, the guy in question was lying. There is no way to do what he claimed. That's what many IT guys said. Next thing they ...Jump to post
So you arguments boil down to this guy uses incorrect terminology hence cannot be right. No, because he was caught lying red handed. He tweeted in flight he was on an aircraft and was going to set off the passenger oxygen EICAS. After the United 737 landed, he was arrested, they seized and listed a...Jump to post
It is definitely possible to achieve one-way airgap. no question about that. Was it properly achieved, though? Interface you show would definitely work that way. Can it be used on the aircraft? Can it be certified for in-flight use? Would the cost of such certification for the single point of use b...Jump to post
Last time I was talking to an IFE vendor engineer, and he was saying that the interface unit with the aircraft is physically incapable of outputting any signal to the aircraft side so this should not be a problem. This is easy to achieve by the way. My previous job was telematics for tanker trucks ...Jump to post
Going back to the "icing conditions" you mentioned. If you suspect contamination is possible, e.g. after landing on a snowy runway, you would not retract the slats/flaps at all until you're at the gate and they can be inspected for contamination. You can then retract them with pressure pro...Jump to post
I think the IFE gets GPS information only. When we fly on standard QNH it will seem a bit off that the IFE altitude is displaying something like 36143 feet. GPS altitude is actual altitude over mean sea level. Flight levels, on the other hand, vary in actual altitude depending on the current pressure.Jump to post
Thanks for that, e38! Did you regularly do upset recovery prior to AFR447, or only once the recommendations were made after the accident? In the US it's been pretty common for 20+ years (might not be 100% sure - I'm not that old yet) - basic premise has always been to kick the airplane down to the l...Jump to post
You're comparing with Dublin. But....the average temperature in Lucknow is a tad higher than in Dublin, by about 15 degrees. This has quite an impact on performance.Jump to post
What is "still happening despite training programs" is that many regulators and operators don't seem to train in a very rigorous fashion, and adopt punitive approaches to non-normal events Right now, that choosen balance is to give the pilot authority over everything - but at the same tim...Jump to post
What is "still happening despite training programs" is that many regulators and operators don't seem to train in a very rigorous fashion, and adopt punitive approaches to non-normal events Right now, that choosen balance is to give the pilot authority over everything - but at the same time...Jump to post
If you mean going over Tibet, Tibetan flights in China require specialized plateau-equipped aircrafts. Mostly due to oxygen requirements. For example, if you hava a cabin decompression over the ocean, you could descend to a lower, breathable altitute. The oxygen generators only last ~15 minutes. Yo...Jump to post
A bigger objective of investigation should be a contribution to an overall safety system - influencing training, operations, design, and whatnot. Part of AF447 seem to be Proactive approach would be understanding why this training deficiency occurred and patching all the similar ones. People like t...Jump to post
You don't need to be Chuck Yeager to deal with unreliable airspeed, especially if, as in this case, you know it is unreliable. You do need training. The pilots would also not have speed data. But they did have a methodology to deal with the issue that the flight control and autoflight systems lacke...Jump to post
You don't need to be Chuck Yeager to deal with unreliable airspeed, especially if, as in this case, you know it is unreliable. You do need training. The pilots would also not have speed data. But they did have a methodology to deal with the issue that the flight control and autoflight systems lacked...Jump to post
That's what I tried to say: the envelope protection system that would have saved the aircraft was not working (or not fully). It was just my 2 cents on the debate about whether there should be more or less automation. I guess your answer emphasizes two approaches to automation. Not only in plane FB...Jump to post
As e38 says, there would likely be damage. For Airbus aircraft, there are flight restrictions that prevent the computer from authorizing deployment of the gear in conditions that would damage the gear or airframe. If the pilots command gear down, the gear remain in place and the cockpit displays thr...Jump to post
I never really thought about it much, but its interesting the difference in widebody cruise speeds, all for different reasons. 747 was always designed to go fast, fuel burn wasn't as much of an issue. Then you have the 787/350 which also are relatively fast, but fuel burn was a huge factor in their...Jump to post
We need to be good at decision making first, and many of our decisions are concerned with automation use. And this shows that a well meaning, but poorly taken mentality still exists. If you lose everything, you hand fly a known pitch and attitude and let the other pilots fix anything else. Expectin...Jump to post
Widebodies tend to operate within a more limited set of parameters on the ground, which also influences their design. When all your departure runways are 10000' or so, gates wide enough to handle more wing, etc., the aircraft can be built to take more space on the ground and use more runway, but th...Jump to post
Bonin was a bone head from the get go. While certainly crew decisions were less than optimal, eventually leading to the loss of the aircraft, I try not to judge them too harshly. It was the middle of the night over the ocean. They were fatigued. They had not trained for anything like this. Looking ...Jump to post
a) AF447 changed the way we train. There is an added focus on high altitude upsets and upsets in general. We are much more aware of just how finicky hand flying at high altitude can be. The method with which we handle upset and recovery has also changed. We have a "mantra" of memory action...Jump to post
It's a 3-way trade between ground-speed/time-of-flight, weather/altitude, and aircraft load/efficiency. The goal is to optimize the overall cost index for the flight. Cost index is the ratio of time cost to fuel cost. The ideal cost index is that which minimizes the sum of the two costs for the fli...Jump to post
Speculation: Widebodies fly further on average. A shorter flight time means lower crew and maintenance costs for example. On shorter routes, a slightly higher Mach number won't make enough of a difference to matter. So airframers optimise for higher speed, which presumably means adding a little inef...Jump to post
Hi all, Anyone know if there’s a technical name for the routes or designated aircraft that fly to a city then onto another, back to second city and then back to origin? Example: CDG-DUB-GLA-DUB-CDG Seems like airlines do this to serve routes without having a base there. I've never heard a name for ...Jump to post
Not sure how to phrase the question - but is a Boeing 787 or Airbus A321 without the airline customers configuration of seats, etc., perfectly balanced 50/50? If you were to draw a line down the middle of the plane, would both sides be equal in weight? The airplane isn't symmetrical left/right, so ...Jump to post
I get the feeling airport terminals in the US are not as coordinated as in Europe or other regions because terminals are run by different airlines and so forth. In places like FRA, baggage transfer is a solved problem. The airport is run by one authority. But that's really just my feeling. Baggage h...Jump to post
Customers with high status at the airline can often also bump mere mortals off. For example, if you're AA Executive Platinum and you book 24 or more hours in advance, you're guaranteed a seat even if the flight is full. (Or at least that was the rule some years ago.) Yes, that's still the case. AA ...Jump to post
LyleLanley wrote:It would kinda kill the airshow vibe to have one of the pilots running off the 1015 commuter from Atlanta, rushing out to meet the guys marching to their jets while still getting his feet in the pants of his blue bag…
As Legs says, it is a full-time job. Actually more than full time. They're CRAZY busy during their tour. Definitely not a reserve officer deployment.
There are many documentaries online about them.
I think that’s kinda rare though isn’t it? I’ve never known the other airlines, VB/VA, Jetstar, Tiger etc offer them or have ever seen anyone lining up waiting for a standby seat. I don’t know about the other airlines, on the QF citi flyer routes it is very common for passengers to request to be pu...Jump to post
While a high wing is great for a military airlifter because of the operating environment, frequently to less than ideal fields, it has significant disadvantages. - Additional weight because you have to transfer loads a much longer distance between the wing box/spars and the landing gear. - Wing box ...Jump to post
AFAIK, for business travellers there are even special tickets that allow them to take any flight back, provided it is on the same airline. It can be useful when a meeting has taken a much longer (or a much shorter) time. Only after checking in, the airline knows anything about his changed travel pl...Jump to post
As Alias1024 says, it comes down to how the calculation is made. Backing up a bit, I think the basic reason we do the calculations differently is because of the rather different situations, before takeoff compared to before landing. Before takeoff, you're at zero airspeed and zero AGL. Full attentio...Jump to post
As mentioned the QNH, temperature, runway condition and such are inputs to the takeoff performance calculation. The V speeds, flap setting and thrust setting are the output.
This calculation is nowadays typically done in FlySmart, but can also be done with a remote system via ACARS/web/SMS.
Since Flap 1 extends the LE devices I'd say that there'd be considerably more than just 'a small amount of extra lift generated'. The leading edge devices don't so much increase lift as increase the AoA margin, though of course as you "use" the higher AoA, you do get more lift. Either way...Jump to post
That's really cool.
The Apollo mission simulators also used a camera over a model for visuals. I'm wondering if that was the first application.
Later simulators went to very primitive (by today's standards) computer graphics.
As far as I understand, dc-10 has Fowler flaps which pivot on a hinge below lower wing surface. While mechanics is totally unlike flap tracks used on today's A-B jets, surface movement is somewhat similar. There are no slots to be seen, but mechanics looks like that could be incorporated. I can ima...Jump to post