Re: "Flashing" Landing Lights Briefly at 33k feet?

Given the conditions you mention, they were probably turned on to see if in a layer of thin clouds or precipitation. Agreed! I often turn on the landing lights at night to see if we're in visible moisture, which would require the use of engine anti-ice. Often, the only way to determine the need for...

Re: Are very short flights a pain for the crew?

I agree with Cosmic Cruiser. I don't recall ever flying those positioning flights VFR. We were always filed IFR as a Part 91 flight.

Re: Are very short flights a pain for the crew?

I used to fly 747 100s, -200s and -400s for a cargo carrier, and we frequently flew our jets from EWR to JFK (and vice-versa) for repositioning. The workload spiked as we flew through some of the world's busiest airspace at really low altitudes, often at a max of 4000', as I recall. The analog natur...

Re: Are very short flights a pain for the crew?

I used to fly 747-100s, -200s, and -400s for a cargo carrier, and we used to reposition our jets from EWR to JFK (and vice-versa) for repositioning flights. The workload spiked tremendously as we flew through some of the world's busiest airspace at really low altitudes, sometimes at 4000', as I reca...

Re: 747-100 JT9D-3A optimum cruise altitude?

Is been a very long time since I've flown a -100, but I still have my manuals and charts, some of which are on CDs. I'll go down to the basement and dust them off to see what I can find. I only flew the -7A, 7J, 7Q, and 7R, but I may have -3A charts somewhere.

Re: Do pilots with a 757/767 rating really fly all of the variants?

The memory items are basically identical. But, naturally, there are differences in the QRHs and non-normal checklists since there are significant systems differences.

Re: 747 180 degree turn on runway after backtrack

I flew the 747-100F/‐200F/‐400F for 12 years, and due to the nature of the flying, I frequently found myself making 180s on some tight ramps and runways. The technique was to line up the wing gear as close to the runway or ramp edge as possible and add differential thrust on the engines opposite of ...

Re: Do pilots with a 757/767 rating really fly all of the variants?

I fly the 757/767 for one of the 2 big package carriers in the US. It's not uncommon to land a 757 and walk over to a 767, preflight it and take off, or vice-versa. We have several subsets of aircraft, as well, such as 757 P&W, 757 Rolls Royce, 767 winglet and non-winglet, as well as a few diffe...

Re: The manufacturing of the current 767

On the 767-300Fs they now have the Rockwell Collins Large Display Systems and associated avionics installed. They were originally installed a few years ago after the aircraft was delivered using a Supplemental Type Certificate by Rockwell Collins at UPS and Fedex but Boeing and Rockwell Collins hav...

Re: FE on B-747-100, DC-10 and L-1011

Interestingly, after upgrading to Captain on the 747 Classic and sitting in the left seat, we developed the ability to scan the FE"s panel and quickly digest and analyze the displayed information about as quickly as scanning an EICAS display. It was the only aircraft that I've flown with an FE,...

Re: ERJ-145 vs CRJ-200

I feel your pain, Galaxy! Your climb profile shouldn't have to travel to span 2 continents!

Re: ERJ-145 vs CRJ-200

I flew the CRJ-200 for a little over 2 years. I agree that it was uncomfortable in the back and the windows were so low that I called it "the glass-bottomed boat!" However, the worst thing about the jet, from a pilot's perspective, was the abysmal performance. I flew it out of Washington-D...

Re: Fictional Story Question: Considerations for operating a DC-3 Single Pilot

I flew a C-47 for an air museum for slightly more than a year. From my perspectve, a competent pilot can absolutely fly the aircraft solo, although he/ she may be busy during certain phases of flight. It's been 9 years since I flew it, but Idistinctly remember the gear retraction and extension to be...

Re: Taking off without slats/flaps set; possible?

All transport category aircraft have some form of a take off configuration check/take off configuration warning to alert the crew should the airplane not be properly configured for take off. Many airlines are making the setting of flaps a requirement prior to beginning the taxi. Not true, I can tel...

Re: Where to find emergency checklists for 747-400/8 online?

I just saw your post. I used to fly the 747-100, -200 and -400, and I still have my manuals and checklists. I can email you a copy.

Re: How do pilots keep track of so many waypoints for long haul flights?

I apologize for the double posts! I'm not sure why this is happening...

Re: How do pilots keep track of so many waypoints for long haul flights?

Good point. I made it sound like we have to input each fix, but you're correct that we select SIDs (Standard Instrument Departures), STARs (Standards Terminal Arrival Routes) and approach procedures from the database, which populates all of the associated fixes. This greatly reduces the amount of ty...

Re: How do pilots keep track of so many waypoints for long haul flights?

There is a means to automatically upload the flightplan directly to the FMCs, but not all airlines and fleet types can take advantage of it. At my airline (a major US cargo carrier), we input the entire flightplan into the FMC. It's really not as time consuming as it sounds.

Re: How do pilots keep track of so many waypoints for long haul flights?

There is a means to automatically upload the flightplan directly to the FMCs, but not all airlines and fleet types can take advantage of it. At my airline (a major US cargo carrier), we input the entire flightplan into the FMC. It's really not as time consuming as it sounds.

Re: How do pilots keep track of so many waypoints for long haul flights?

This is a great question. The process is somewhat complex, but I'll try to distill it down. At my airline, we receive a printed flightplan that outlines all of the parameters of the flight, including fuel load/burn, payload, departure, enroute, and alternate airport(s) weather and status, aircraft m...

Re: How flaps work

Thanks! That was very interesting. I knew that Fowler flaps are complex, but I didn't realize how complex they truly are!

Re: How flaps work

Thanks! That was very interesting. I knew that Fowler flaps are complex, but I didn't realize how complex they truly are!

Re: Do some jetliners need to level off after takeoff climb to build speed for flap retraction?

I flew 747-100s, -200s, and -400s. The -100s were particularly undepowered (especially since they were freighters, which typically take off at higher weights). We routinely selected vertical speed 200 feet per minute at flap retraction altitude in order to build enough acceleration to get to flap re...

Re: 40 Years of the Mighty 757

I've been fortunate to fly the 757/767 for the past 6 years, and I agree that the 757 is a great performer and fun to fly!

Re: Uncommanded thrust reversal deployment

GalaxyFlyer wrote:

Prior to FADECs, I think the mechanical link was standard on virtually all planes with TRs.

Re: Uncommanded thrust reversal deployment

Well. What about a preFADEC aircraft like, e. g., Boeing 737-500? The old design had a cable linked from the throttle to the thrust reverser which mechanically retarded the throttle and thrust to idle. Look up C-5 Ramstein crash in 1990. Outbound TR deployed, uncontrollable as the engine remained a...

Re: What is the range of landing speeds for the MD-11?

Of course, in all aircraft it has to do with weight and the stall speed at that weight. Just a ballpark, the MD-11 at a high landing weight will have an approach speed of around 166 kts. The B747-200F could also be close to the same. I remember the Flaps 30 max landing weight (630k#) on the 747-200...

Re: What is the range of landing speeds for the MD-11?

Of course, in all aircraft it has to do with weight and the stall speed at that weight. Just a ballpark, the MD-11 at a high landing weight will have an approach speed of around 166 kts. The B747-200F could also be close to the same. I remember the Flaps 30 max landing weight (630k#) on the 747-200...

Re: Pilot retracted flaps one notch just before landing

Agreed. We recently (within the last year or so) switched from Flaps 30 to Flaps 25 as our standard approach flaps on our 757s/767s. Flaps 25 gives us better crosswind approach control and saves fuel.

Re: 121.5 now a political forum in US

I haven’t heard a thing on guard this week. Almost wondering if comm two needs to be written up. Sent from my iPhone using Tapatalk I haven’t heard a thing on guard this week. Almost wondering if comm two needs to be written up. Sent from my iPhone using Tapatalk Unfortunately, I heard a number of ...

Re: Can 747s really use flaps even with total hydraulic loss and if so why isnt this on other aircraft?

With no hydraulics, you have no flight controls! Just to add to the topic in general, the 747 flaps are powered by two of the four hydraulic systems only, with #1 powering inboard flaps and #4 powering outboard flaps. Thus, any issues associated with alternate flap extension (i.e. extended transit ...

Re: At what height above field elevation is takeoff thrust reduced [increased] to climb thrust

On the 747 Classic (-100/‐200), we would select a vertical speed between 200 and 500 feet per minute to get enough acceleration for flap retraction when we were heavy. If we were flying out of the Middle East in the summer, we often had to completely level off to accelerate for cleanup.

Re: At what height above field elevation is takeoff thrust reduced [increased] to climb thrust

On the 747 Classic (-100/‐200), we would select a vertical speed between 200 and 500 feet per minute to get enough acceleration for flap retraction when we were heavy. If we were flying out of the Middle East in the summer, we often had to completely level off to accelerate for cleanup.

Re: TWA 747 Question(s)

This brings back great memories! I flew 747-100s and -200s for an ACMI carrier for 11 years, and we had a seemingly endless variety of cockpit configurations and engine types. I distinctly remember one of our ground instructors' advice on how to deal with the differences: "Climb in, strap in, l...

Re: Use of rudder in commercial aircraft

Hey, Airportugal, I'm a Daniel Webster graduate, and I flew the Grobs for a semester, along with the CAP-10s for aerobatics. Flying those 2 machines early in my training was foundational, and I learned a great deal about aircraft control, performance, and how to (and how not to) use the rudder. The ...

Re: Did the Pilots forget to retract the landing gears here ?

My assumption is that this is a takeoff with a brake deactivated. As stated above, the wheel with the deactivated brake will not have any braking upon gear retraction, which will cause gyroscopic issues during the retraction cycle. The procedure in this case is to leave the gear down for the manufa...

Re: Did the Pilots forget to retract the landing gears here ?

My assumption is that this is a takeoff with a brake deactivated. As stated above, the wheel with the deactivated brake will not have any braking upon gear retraction, which will cause gyroscopic issues during the retraction cycle. The procedure in this case is to leave the gear down for the manufac...

Re: Are four engine airliners harder to handle than twins?

The 747 only becomes a handful with a double engine failure on one side. Otherwise, she is a great bird to fly. However I’ve heard the 777 is also another good handling machine as well. Agreed! Thankfully I've only done the double engine failure in the sim, but it was definitely always a handful. I...

Re: UPS 747 takeoff without flap fairing

During my time flying the 747, I can recall at least one flight where I was dispatched with a similar CDL (Configuration Deviation List) item. One of the flap fairings (which we called "canoe fairings" due to their resemblance to the boat) was removed, due to being damaged, and the CDL spe...

Re: Are four engine airliners harder to handle than twins?

I've always found it interesting that Airbus pilots are allowed to fly so many different variations of aircraft.

Re: Are four engine airliners harder to handle than twins?

Ha! The TWA Captain may have been the best in the fleet, but I DEFINITELY wasn't, and I managed to get fairly consistently smooth landings most of the time. That's not to say that I never occasionally impacted the planet, which I've definitely done, but they were fewer and further between than other...

Re: Are four engine airliners harder to handle than twins?

I currently fly the 757-200F and the 767-300F, and I previously flew the 747-100F, -200F, and -400F. In my opinion, the 747 "Classics" were the best handling airliners that I've flown to date. Their mass and inertia make them very stable throughout the flight regime, and they were the easi...

Re: Do faster planes ever fly over slower planes on final?

I'm going to say that you're either mistaken, or there's an Air Traffic Controller who's recently unemployed!

Re: Why do pilots do 'Wheelies' after landing?

I've been a 757/767 Captain, Check Airman, FAA Aircrew Program Designee (TRE), and Instructor (TRI) for the past 5 years. When I watched this video, I was neither particularly alarmed or impressed by what I saw. Here's why: - Despite sharing a common type rating and similar (not identical) flightdec...

Re: Have you ever had a "Tensed Situation" during your flight ? How did you deal with it ?

In 2014, I was tasked with conducting a post- maintenance test flight of a 747-200 that had just completed a maintenance "C check", which is basically a thorough inspection and repair session that can take a number of weeks to complete. For a variety of reasons, a test flight is required t...

Re: Flying on B1900D?

I was a First Officer on 1900Ds for about 9 months. It was my first airliner, and a great aircraft for developing a fairly new pilot's skills. I remember walking out to the airplane before my first training flight and thinking "This thing is huge! How am I ever going to be able to fly it?! &quo...

Re: How does the Air Force keep fuselages made in the 1950s/60s/70s airworthy?

As others have mentioned above, money is the key to keeping geriatric aircraft flying. I fly a 1943 vintage B-25, with a documented combat history (including battle damage) , for an air museum. We fly the aircraft hard on the airshow circuit every year (except 2020) from May through October. Our fly...

Re: Until when will the tiller be used?

The entire 747 family gives you 13 degrees of steering either side of neutral and 73 degrees with the tiller. 13 degrees is too much. From the AMM for the -8 (the -400 is similar) Directional Control Steering from the rudder pedals is limited to 7 DEG (Degree) left and right. Input from the tillers...

Re: 757 vs. 767 lights

Taller gear ? It is actually front to back longer in the 757. Plenty of room for a stowaway on a 757, 767 not so much. The difference between Renton (B757) & Everett (B767) struck me as interesting. Things that should/could have been the same, aren't. Both have excellent build quality but are d...

Re: Why didn’t any airlines convert their 747-300s to a two-crew cockpit?

By the time Qantas and KLM ordered the 747-400, their 747-300s were all less than six years old. Wouldn’t it have made sense to certify a cockpit conversion to save on crew costs over the next 15-20 years? KLM ended up selling their 747-300s in 2003 while Qantas did not retire their last one until ...