They are repaired by specialists in a shop, the original CRTs on our 747s are still in use. If one breaks there are enough spares from airlines who upgraded or scrapped frames.
Jump to postVery interesting, thanks for the additional photos, I don’t think many convertibles were made Fascinating to look inside on these freighters and see overhead bins installed inside the swing nose itself They were truly ‘ready for anything’ ! And unique I think to see one with a -400 wing to body fai...
Jump to postBubbleFrog wrote:We were once stuck on the tarmac in a 744, and somebody came into the cabin by way of the nose wheel and through a hatch on the cabin floor. Can anyone enlighten me how that worked?
Thanks. OK. So a CRJ is a likely candidate where it is due it's N.th expensive engine overhaul which is enough to send it to a scrapper. Any turboprops similar to that? Is there a time on an ATR 42 or Q300/Q400 where the cost of investing in an engine overhaul isn't economically justifiable for an ...
Jump to postNo problem. Just asked a helicopter pilot friend of mine. This isn't the serial number of the aircraft, this is the drawing number for this exact part. In this case this seems to be a "jack" (to lift the helicopter). Think of it as a hyperlink, 1960's style. You don't wanna waste all day ...
Jump to postYou need to turn on the standby power switch (located left upper side of the overhead panel) to main battery. This turns on the cockpit avionics and allows you to do the fire test.
At least, that's how it works in real life.
Lpbri wrote:It all depends what country you are in. I don’t know what category “A” or “B” is.
As an ordinary technician you're basically a paid intern doing work while being supervised.
I'd take the Cat B right away, as it doesn't differ too much in cost and allows you to grow further.
IFlyVeryLittle wrote:Doing it by the book, how long to remove an engine? How long to replace one?
Don't know where else to ask this question and I don't want to bump any old threads, so I just wanted to ask why the A380s that have been scrapped so far have all been painted all-white before their destruction. Apparently it has to do with leasing agreements, but there have been plenty of examples...
Jump to postIIRC, the "service" side has smaller doors than the pax side.
Jump to postYes, and it's also required for quite a few procedures. WX radar can be tested with the area in front of it blocked off.
GPS can be a bit annoying to do inside, as it fails the ADS-B test without a fix on both rx.
Pretty much the entire Fedex fleet has it, starting with the MD10. It's the little bump on the radome.
Jump to postNo way to make the originals work easily. I'd look up what the actuators use and just make a manual control box for that voltage.
Jump to postSand and dirt hitting it at high speed. Paint also starts stripping from rivet heads and panel edges due to that.
Jump to postYou need DC for the external power control unit (which checks voltage and frequency). Without it the contactor won't close as that'd mean putting an unknown source into the system.
Jump to postI'd land ASAP unless you shut down that engine yourself with a clear reason. Can never be sure if it was a contained failure (next to tail hydraulics) or if there's a fire brewing.
Jump to postEngines were a write off, electronics drowned, and lots of structual issues. At that point it's cheaper to start looking at the second hand market.
Jump to postZiyulu wrote:The 2nd generation's seat belt lights have green arrows instead of red arrows.
It won't lead to a plane falling from the sky during icing, but it will make the anti ice slightly less effective.
Not having an indication is the result of using an ancient design. Newer models do have the indication (but will only show it when it's in an unexpected position).
Line up and wait means turn onto the runway and stop there. If they are already taking off ATC would file a report.
Jump to postAt least for EASA it requires a year of civil experience, in which you build the logbook. That gives you either a B1 or B2 depending on which one you have in the military.
Jump to postRemaining life is money, even if it isn't worth much in the first place. Engine swapping on a 747 is a one day job anyway.
Might be converted to other RB211 variants too.
UPS 1-1999 1DA/International Flight 2000-2999 2DA 3000-3999 AD-Hoc 1DA Flights 4000-4999 AD-Hoc 2DA Flights 5000-5999 USPS Flights 6000-6999 Cargo Flights It gets a little more complicated after that, but I can’t remember it off the top of my head. 9000 series are a mix of maintenance and ferry fli...
Jump to postThe 747 has a different design, comparable to the MD11 and A330. It's total surface area that counts, and 737 winglets are a lot smaller at the tip.
Jump to postFor low cost carriers with buy-on-board offerings, it isn't unheard of that items stay on the plane for weeks, months or even years. It happens alarmingly often that passengers find food way past the expiration date on the European LCCs. Here's one where EasyJet served up a 10 year old sandwich: ht...
Jump to postFor low cost carriers with buy-on-board offerings, it isn't unheard of that items stay on the plane for weeks, months or even years. It happens alarmingly often that passengers find food way past the expiration date on the European LCCs. Here's one where EasyJet served up a 10 year old sandwich: ht...
Jump to postNo normal cockpit doors, but on the 747 there is a locked door to the upper deck.
Jump to postWhy professional Red Bull Air Race pilots can combine pilot work, but other professional sports cannot? And there are pilots here who combine extreme sports? How risky is it to do it so as not to get injured and bruised and leave your flying career? How to be careful and should you throw? Need advi...
Jump to postNothing about being simple, it was just tiny for a widebody.
Demand has gone up since then, so seats on a bigger design can now be filled as well.
N965UW wrote:I also think that the winglet STC is only good for the -300ER, and the -300 was never certified for them. Plus the -300ER has a higher optional MLW of 320,000 lbs.
Pretty much the only guys doing these things are retired airline pilots or air force vets. Usually without getting paid for it.
Jump to postBrakes are almost entirely pressure driven and require very little fluid flow (volume). As stated, aircraft run constant pressure hydraulic systems. Flow rate (ie volume) through the pump / system depends on the “demand”. Brake demand is next to nothing. Further, the demand is consumed from the acc...
Jump to postNo, it begins after lift-off, aside from normal small pressure, 0.125 PSID, IIRC, on taxi. The cabin descends to the normal scheduled altitude for the flight. If going from Quito to Guayaquil, it’d start right down toward sea level as it’s a short flight. If Quito to MIA, it’d descend to normal cab...
Jump to posttb727 wrote:Second-hand freighter fleets are standardized fleets until the 2nd airplane shows up!
I'm told that the A350 "has more fuel capacity than can be filled" but that a software update allows certain frames to use this extra capacity. And that most A350s are flying around with more space for fuel than is allowed by the software to be filled, even beyond weight and center-of-gra...
Jump to postWhen the A350 came into service it had a 268 tonne MTOW, today’s aircraft are capable of 280 tonnes. At its initial MTOW there was no point increasing the certified maximum fuel loaded, with the increased MTOW there is so they changed the fuel system and flight control software that allows increase...
Jump to postThanks to all for the answers! What happens if there is a specific load that day that is greater than the specific tail number's performace specs? Does that ever happen if the aircraft performance can vary? Weight is almost never an issue, with all the packaging it reaches volume way before that. E...
Jump to postSand is also an enemy to any moving parts, to the point where some aren't greased on frames operating in Africa.
Jump to postIt contains a display, weight computer, and pressure sensors on the gears. Pretty much works with "if the nose gear is getting lighter something is being added behind the main gear".
And you'll very much know it is installed when changing a nose wheel since it trips a very loud alarm.
A lot of airlines share with alliance partners at outstations. Usually a supervisor and maintenance with the rest being done by a ground handler.
Passenger experience is only really affected by check in and boarding, if anything else fails it's blamed on the airport anyway.
Hi All, Thanks for your responses, some interesting observations and debate! The engine attitude I was referring to in the original post was from the perspective of looking forward down the length of the plane. As can be seen on this image below there does appear to be a left engine vs right engine...
Jump to postThey're a good fit because no passenger operator wants them (cheap to buy) while still having enough parts supply.
Jump to postThe engine is identical on both wings. During install they're rotated a few degrees by pulling them against the wing mount.
Jump to postI think the easiest way to explain it is by thinking of a 12v inverter plugged into your car. The neutral/ground for the inverter is the car frame, while any ground safety devices are contained in the inverter itself. In seat power is usually part of the IFE system box which also shuts it off at hig...
Jump to postIf the company agrees and he has the required skills, yes. Same way a mechnic might do engineering too. Or FA's who do office work.
Jump to postDoes the 777x employ the composite body, very flexible wingtips(not sure what they're called), bleedless system as well as other features such as electronic window dimming and whatnot? Or is it more like a legacy 777(I know MAX has a more similar build to the 737NG than the state of art 787)? I kno...
Jump to postThe 115v400hz system uses the frame as neutral. IIRC the in seat power is fully contained per seat row.
Jump to postMax Q wrote:Display of AOA could have been provided via a separate analogue gauge but rarely was, airlines didn’t see a need and weren’t going to pay extra for it