I have very detailed factory drawings, believe me, the 747s fuselage is slightly raised there. Its very slightly, just about 1 degree, on a highres profile photo you can see it. Now I'm quite interested! Any chance you can share this drawing? :) Edit : I see what you mean. We can kind of notice it ...Jump to post
I see no hump but the opposite : the fuselage gets "thinner" abeam the vertical fin and stabilizer to apply area rule (see https://en.wikipedia.org/wiki/Area_rule ) It's quite noticeable on the 737 : the bulky rearcone of the first 3 generations of 737 vs the one on MAXs (especially in the...Jump to post
Keep in mind that for cruciform tailplane, the stabilizor is in the wing slipstream. Often these weird spoilers settings have to do with buffet on the horizontal tailplane. On Airbuses you'll often see outer spoilers deflecting more than inners to limit buffets. Boeings have a flight and ground dete...Jump to post
See this thread : https://www.airliners.net/forum/viewtopic.php?f=5&t=1458365&p=22682045#p22682045 Or are systems used by flightaware just "not reliable enough" to meet what I presume are ICAO standards needed for proper aircraft separation and control? I don't know which plateform...Jump to post
VMCA787 wrote:Genuinely curious about how to reach (and maintain) this condition with a Boeing? Jump to postJust remember, max performance on a swept wing is half the wing in a stalled condition and the wing, unlike a straight wing, stalls from the tip inwards.
one need to realise that the two major operators of the MD11 never equipped them with PDUs on the main deck. Looking at numbers, it's safe to say around 90% of MD11s flying in the past decade were relying on muscle power on the main deck, close to 100% nowadays. it is a HUGE pain for ramp handlers....Jump to post
I'm not a loader definitely come together :tongue2: Jokes aside, one need to realise that the two major operators of the MD11 never equipped them with PDUs on the main deck. Looking at numbers, it's safe to say around 90% of MD11s flying in the past decade were relying on muscle power on the main d...Jump to post
That is exactly what I’m referring to, interesting, I’ve not seen this approach used to prevent an aircraft from sitting on its tail when misloaded What’s not clear from the photo is where it attaches to the aircraft and why the red covers ? Thanks for the information The nose gear has a tie down p...Jump to post
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...Jump to post
The A380 has this feature very visible with quite large independent deflections of the ailerons to automatically counter gusts. https://youtu.be/MsV6c5GdxNQ This split-aileron activation was developed for the A380. The A330 and A340 all have a simpler "Comfort in Turbulence" function that...Jump to post
Airlines already scrutinize all this. Back around 15 years ago and with the creation of the EU Emission Trading System, airlines had to start to monitor and report their exact fuel burn. A couple of software companies were then created to deal with this, like Aviaso, ETS Aviation, Osys etc... Most o...Jump to post
If there's no transponder radar coverage over Atlantic and other oceanic zones, how can we see the aircraft passing through via websites like flightradar24? Is it all satellite? Yes. As said earlier, blue aircraft on flightradar24 map use space based ADS-B. The information comes from a company call...Jump to post
Cant speak for FX, but at 5X they do a lot of building level stuff. So the sort in SDF will build a container of stuff all going to one building. There has to be a certain threshold, but chances are if you’re filling an ATR you have enough to justify it. It works the same way for UPS in Köln as it ...Jump to post
Many of these guys are straight out of Norwegian top leadership. I think these news are far more omnious warnings about Norwegian’s future than most I have heard. There was also a worrysome interview with Bjørn Kjos a month back, where it seemed he didn’t have much faith in his former baby’s future...Jump to post
Just because the scale stops doesn’t mean you can’t adjust. You add the compensation (~30ft/hPa) to any published altitudes. Should not require any certification, just some mental arithmetic skills. The only reason not to use compensation like that is if your performance data is not available. We h...Jump to post
The since they put the newer engines on the spoiler function of the aileron seems to have been removed. The only logical reason I can think of is due to the forces that act on the wing with the heavier engines but that’s just a guess. That's what surprises me. I've flown recently the 320neo with vu...Jump to post
767333ER wrote:More interesting to me is the removal of the spoileron when they put the new engines on. I imagine it has to do with wing bending forces or something.
I really really doubt that the variations in power requirements are leading to mechanically significant variations in RPM. Has anyone (some pilot/engineer somewhere) actually seen this on a real plane? Does the manufacturer say somewhere quotable that this is the case? I really doubt this. And you'...Jump to post
It's like having a vegan at the head of a meat company. If he's so obsessed with CO2 it might be time to step down and become a yoga teacher or something. And where would a vegan has the most impact? Alone at home, or at the head of a meat company? It's not because we fly and burn massive amount of...Jump to post
The reason for increased output? Much larger PTV screens? ;) Well, that's part of it. I bet the galleys use more power too. C'mon, you forgot about mood lighting in the toilets! :duck: As for the CACs mentioned before, they used to give a lot of trouble to the maintenance, but they seem to have imp...Jump to post
- Increase in engine generators from 2 to 4, which along with the necessary increased electrical output also gives greater redundancy Do you have any idea which system specifically needs this increased output? While you are absolutely right on the concepts, the new generators are not really smaller...Jump to post
This brings me nicely to my next question : where Boeing went electric with the 787, what did Airbus do on the 350 for the equivalent systems?
Asked otherwise : appart from aerodynamic and engine improvements, how did Airbus increase other aircraft systems efficiency compared to previous generation?
Thanks for the replies, this Aero article is quite nice indeed!
Regarding maintenance cost, the only sure thing is that Cabin Air Compressors and electric brakes are, still up to now, in the top ten list of unscheduled components removals
Hi all, Does anyone have a number regarding efficiency of the overall electrical/bleedless architecture of the 787 vs a traditional equivalent? Do we know how much fuel saving is achieved by using this architecture? I'd love to know as well how "good" each electric system is vs its hydraul...Jump to post
What I think you're seeing there is that the 787 actually has *more* visibility to the sides of those front windows. If you were to actually measure that central pillar, I'll bet it's within an inch of the L1011. That photo is definitely giving you a trick of perspective due to the wider angle lens...Jump to post
Profit is what I was implying. Contrary to a popular belief here on Anet, long haul is what's “keeping afloat” Norwegian now, with several parts of its short haul dragging it down. I don’t have a specific reference for this, but that’s what Geir Karlsen has been explaining at every meeting/press co...Jump to post
Dont think that Norwegian will go bankrupt, but they might need to scale down...f.ex stop B787 flights So stop the thing that makes most of the money at the moment?? :scratchchin: Turnover≠making money, i.e. profit In the case of DY longhaul flights are probably what's generating most of the losses...Jump to post
sas931 wrote:Dont think that Norwegian will go bankrupt, but they might need to scale down...f.ex stop B787 flights
I use this thread to ask the million $ question : why are we still asked to use specific 4 digits squawk codes for each flight (sometimes several when crossing FIRs!) while pretty much everybody is mode S equipped now (at least in upper airspace) ? Squawks relate to flight plan ( or absence thereof...Jump to post
Pilots are typically employed through agencies such as Rishworth Aviation or OSM - it's like the old Brookfield contract at Ryanair. It enables Norwegian to avoid social security payments and pilots are not afforded the same protections as at other airlines. A majority of pilots are not actually em...Jump to post
It's not BS - it's fact. The reason ALPA had an issue with it is because crew contracts enabled them to essentially avoid social security taxes in the countries that they were operating in. Ryanair had/has similar models - this year the UK taxman (HMRC) is clamping down on it. Imagine if the US3 di...Jump to post
While on the 787, during the takeoff role, the inboard aileron did a full cycle of its movement and returned to matching flaps 5. I don't have an explanation for that except that their could have been a cross wind that the aircraft/pilot was correcting for until they reached a higher speed. Once ag...Jump to post
And just so I can get my head around the matter a bit more: There was no mentioning of the system in the initial FCOMs to the flight crews? What can you find in the manuals now? Guess what? Nothing! "MCAS" appeared in the abbreviations index of the FCOM and... that's it ! Nothing new in F...Jump to post
Thanks a lot Starlionblue.
- On the A350-1000 they also deflect slightly up with Flaps Full.
Thanks mpdpilot for your reply. First, the videos are all just of one side of the aircraft. It is possible that aileron deflection during that stage of flight is due to control inputs from the cockpit. I just provided one exemple via YouTube for each case, but you'll find this aileron behavior on ev...Jump to post
Hi all, On the 777-200, outboard aileron droop with flaps down then back to neutral at flaps 25 and 30. We can observe this sequence in reverse during flaps retraction here : https://youtu.be/PxBEHTAqtcM?t=740 On the 777-300, outboard aileron droop with flaps down then deflect upward at flaps 25 and...Jump to post
Hey guys, just click once again on the link on the first post of this thread. Please admire the headline change since this morning !! Come one, there’s absolutely nothing new in there, no tangible figure or financial report, just the opinion of a guy who heard someone saying something, but hey, “opi...Jump to post
737NG -- If the stab trim starts to go nose down, the first thing a pilot will instinctively do if flying manually (which is a requirement for this to happen) is pull back on the control column which will stop the runaway. Does that even apply to STS operation ? At acceleration altitude for exemple...Jump to post
The bulletin Boeing just released states in bold it's applicable to manual flight only If airspeed indication has been lost and the autopilot switched off they would be manual, no? Indeed. What's interesting now is FCOM 9.20.10 are exactly identical on NG and MAX. Read page 12 here for a summary ht...Jump to post
groundbird wrote:Would this have covered it?
"'What's it doing now?' click, click, click."
So they are selling delivery positions. Norwegian doesn’t own those A321’s they own the right to buy their spots on the production line. That’s a big difference than selling tangible owned aircraft. The value of those delivery slots is dependent upon the market demand. Is there a huge demand for th...Jump to post
True, but with a bit of creativity those costs can come down significantly. That's the difference between a legacy and an LCC, legacies aren't creative. LCC are especially creative in avoiding taxes or emplyee unions and and in getting subsidies from which authority ever. They do have the most crea...Jump to post
Good results? They pulled the same trick they pulled in Q2. Sell assets. play with valuations, and call it profitable. CASK was higher than RASK. That's an operating loss. In Q3, in Europe. And their grand plan is trying to get supplemental income revenue in Argentine Pesos at a time with oil going...Jump to post
Nobody mentioned Anisec, which appears to be the "official" airline under that austrian AOC. The only thing I could find is from their LinkedIn profile : ANISEC, a new European airline start-up, seeks to take air services to a new level. Based in Vienna, ANISEC will commence operations sho...Jump to post
Well, talking about route planning at Norwegian, might want to listen to that interview...
http://soundcloud.com/norwegianonair/ep ... tthew-wood
1. Too low - hurts stretches and engine efficiency. 2. Too narrow - hurts passenger comfort and boarding times. And yes, it's noticeable. 3. Too loud. Both in the cockpit, which is a cacophony compared to its competition, and in the cabin. The cockpit horns dragging through the air causes the air t...Jump to post
European wifi provided by Row44-Global Eagle. Free indeed, sufficiently fast to browse and watch youtube in low to medium quality. If not too many passengers connected at once, one can even sustain a whatsapp call. Unfortunately, reliability of the system is not that good, and even if the vast major...Jump to post