I've always heard a KC-10 can go for a while.Jump to post
Have we considered the possibility that they know it works, but don't know how ? When developing another quad-engine turboprop with very powerful engines, Lockheed had such a hard time getting their arms wrapped around stall on the C-130J that they just gave up and installed a stick-pusher. http://w...Jump to post
Your post is actually a topic for a PhD thesis. Several, actually. Human-machine flight control and failure modes and redundancy is big stuff. If I understood it correctly FBW just replaces mechanics with electronics and is not related to the sensor redundancy. I just want to make sure we're on the ...Jump to post
The only African airline I'm familiar with (hubbed at JNB, elev 5,500) set their sterile cockpit at 15,000Jump to post
Angle of attack, sideslip, airspeed, configuration, ground effect, dynamic maneuvers . . . it all screws it up. https://apps.dtic.mil/dtic/tr/fulltext/u2/a280006.pdf (go to page 61) http://www.nasa.gov/centers/dryden/pdf/88377main_H-2044.pdf If those don't help, one of the references at the back will.Jump to post
You may find this interesting. http://skybrary.aero/bookshelf/books/179.pdf The gist is that crabbing until flare and then swinging it out with rudder and a bit of roll into the wind gives you the best combination of reduced loads and smallest risk of banging something important into the ground (737...Jump to post
I thought it was because four windmilling engines will provide enough hydraulics to keep flying, and the batteries are big enough to run electrics until you 1) restart an engine, or 2) reach the ground. The -8 added a RAT (for hydraulics only, I think) because windmilling its engines wouldn't keep t...Jump to post
The C-17 has something like this well. theres a clear cylinder attached to the windshield divider. There is a dot on the outside and in the center there is some cross hairs. You just adjust the seat until it lines up. This was important especially with the HUD as it can affect how the data was seen...Jump to post
The most interesting use for a localizer that I've seen is in the missed approach procedure for the VOR/DME-C approach at Aspen (http://220.127.116.11/d-tpp/1810/05889LDE.PDF). This puts the actual localizer array somewhere in the skiing slopes. That is wild! http://image.ibb.co/jaG36e/Capture.jpg...Jump to post
Yeah, the Localizer looks like the little guy by taxiway S. It's not as wide as what you'd normally see (which I think makes it a little less precise, if I'm remembering my antenna aperture theory). Because it's not on the runway center-line, it's cranked a little bit to get the signal to extend ove...Jump to post
Doesn't it have the wing of the -300 and the short fuselage of the -200? Is the -300's wing bigger? Maybe it won't descend to a safe altitude as quickly with a big wing, so you can't be as high when you start?
It could probably go much higher, but it's the requirement to get down that restricts it.
NASA put jets on a deHavilland C-8A Buffalo...but that's substantially smaller than the An-72. (Google "NASA QSRA" if you're interested) http://upload.wikimedia.org/wikipedia/commons/8/8f/NASA_QSRA.jpg Even flew it off an aircraft carrier! http://www.youtube.com/watch?v=k_eDutgh4IU For som...Jump to post
Fact is the high wing cargo planes have an anhedral because the CG is much lower than the lift vector. With a CG below the wing you inherently gain better roll stability. Think of a pendulum. It wants to return back to its normal resting state. An anhedral wing reduces this some by introducing more...Jump to post
Comes up on a-net from time to time.
kalvado wrote:But don't try that with a jet...
Is this hooked up to the HP engine start air source, and routed to the pacs instead of to the engine starter? Or is there a separate HP air hookup for PAC feed air, in addition to the fat yellow hoses that hookup air conditioned air right to the distribution system downstream of the PACs?Jump to post
I have guesses, in decreasing confidence order: 1) When retracting the gear with a shredded tire, the spinning tire bits will hit those bars as the gear retracts, reducing damage to all the stuff in the wheel well. 2) A maintenance jig or something hangs on it. Or it's part of the nose gear position...Jump to post
Anti-icing on your typical 737NG ends at the penultimate slat section. That's okay for an airliner, which doesn't spend much time in icing conditions. Airliners live at cruise altitudes, and are only going through icing for a minute or two on their way up and down. But a maritime patrol airplane wi...Jump to post
Anti-icing on your typical 737NG ends at the penultimate slat section. That's okay for an airliner, which doesn't spend much time in icing conditions. Airliners live at cruise altitudes, and are only going through icing for a minute or two on their way up and down. But a maritime patrol airplane wil...Jump to post
I'm going with the 1958 Vancouver Airshow . http://basininstitute.org/home/image.html?zn=7&id=8911b43f97f9e9d0c5f524d24c75f634 http://basininstitute.org/search/details.html?id=58254 Here's a fun story about that airshow: http://www.henrytenby.com/aeroflot-tu-104-visit-to-vancouver-airshow-sunday...Jump to post
Another thing to consider, without going too off topic - you'd prefer a swept wing to stall at the root first, and you'll see lots of design nuances to help that happen. On the A380, for example, the leading edge devices between the fuselage and inboard engine have no gap, they just droop.Jump to post
It's not grass, but cinder, piled up on the marshland and tidal flats to create a usable airfield. Actual runways weren't really a thing for the first 40 years of aviation. Airplanes weren't heavy enough to need pavement, and you always wanted to takeoff and land into the wind. Here's a picture of t...Jump to post
x1234 wrote:It will still travel to its final destination correct!?
I live near ANC, which may well be one of the best places in the world for plane-spotting. We still fly DC-6 aircraft up here, along with a few Grummans, and there are a host of airframes within easy driving distances stretching from the C-119 to a AN-2 being restored. Looking at all these old prop...Jump to post
I watched Air Force One land and had Live ATC going. They actually did use "Air Force One heavy" as the call sign; it was the VC-25. I'm assuming you mean the controller, not the A1 pilots? I'm pretty sure the "no "heavy" for AF1" rule happened because hearing "Ai...Jump to post
I think the replies all get it, but everyone's saying it differently. Pull back on your controls when you're flying below Maneuvering Speed, and the airplane stalls before the wings rip off. But Va makes no promises about any other parts of the airplane, or for maneuvers in more dimensions. See if t...Jump to post
While that’s the correct answer, there have been enroute wake incidents, including loss of control, where foreknowledge of “heavy” converging with light or medium wake category planes might have alerted the pilots to offset. Even in a C-5 passing an opposite direction 747 once caused me a memorable...Jump to post
At least in the USA (and really, what else matters?): The word "heavy" shall be used as part of the identification of heavy jet aircraft as follow: TERMINAL: In all communications with or about heavy jet aircraft. EN ROUTE: The use of the word heavy may be omitted except as follows: a. In ...Jump to post
I understand that they were training only on boeing and only had their manuals but what if they got substituted with say A321 or A330? Would they still know how to crash them or would they abort their plans so to speak? They wouldn't have been able to go as fast as they did without the airplane int...Jump to post
Independence Air (remember them?) was like that. Every flight was to or from IAD.
(With one exception. For some reason there was an IAD-TYS-MCO-IAD flight. I never figured out what the deal was with that one.)
My smart-aleck answer is that the first 100 F-35s and first 50 787s were the prototypes.
But seriously, all I can think of are smaller manufacturers with business jets and general aviation airplanes. The allure of concurrent testing and production is just too compelling.
So you lower the wings into the ground as well? Or are we folding them like on a carrier? At a gate, a rectangular area in the ramp and large enough for the entire a/c is lowered, just like an elevator on a naval aircraft carrier. When the cargo door lip is at ground level, the lowering stops, and ...Jump to post
Is there a need (or best practice) to snap a landing plane into straight-head flight just before touching down on one of those sideways-crabbing crosswind landings, or is there enough "give" built into the main landing gear to absorb that kind of off-center force? Thanks. There's also the...Jump to post
Actually I'm totally trimming for airspeed and using thrust to maintain glideslope when I'm hand flying a 737. It's not that far from being a huge 182. Yeah, I was just clumsily making this same point from an old Boeing Aero article on AOA. Please forgive me, as english is my first language. It's j...Jump to post
A lot of modern airliners don't have the wingtip and engine clearance to land in a steady sideslip tracking the runway centerline at their max crosswind limits without coming very very close to scraping something other than tires on the ground. In other words, that technique you learned in your high...Jump to post
Starlionblue wrote:Or I might just have woken up and am not accurately remembering basic theory. The world is so fuzzy before my first cup of coffee... #makingexcuses
Paint a 60-year old 707 in a modern livery and roll it up to a gate: I expect that only a small minority of the waiting passenger would notice that something is different ("Hey look, it has four engines!"). Fact Check? True :checkmark: :checkmark: 2008713,26764 A more apt comparison than ...Jump to post