Yeah, but how much is each carrying how far? Maybe the 757 is below it's max payload but is it still carrying more farther than the maxed-out MD-90?Jump to post
@convair880mfan Swept back wings enter the gust (a "w" gust, i.e., a vertical gust) more progressively, so the load factor builds up more slowly. The sharper the gust front, the more obvious the effect. For a bit more technical details, see https://apps.dtic.mil/sti/citations/ADA381486 (o...Jump to post
Florianopolis, in general, on the Airbus A320 series, we normally don't intentionally allow the airspeed to increase to the point where the auto-retract system kicks in, but sometimes, particularly on the A321 since it is a heavier aircraft, it does. During climb out, we are more focused on the var...Jump to post
Sorta. It depends on whether you are above or below auto-retract speed. The flap movement speeds on takeoff and approach are normally a bit different, so in effect it makes a difference whether you are approaching or departing. For example, you might not retract to clean until 230 knots when depart...Jump to post
GalaxyFlyer wrote:In the US, the ones I mentioned are about the best, but chartering out a private jet has lots of downsides—beware.
I believe Leesburg, Virginia (JYO) is currently a towered field in Class G. There's probably a NOTAM describing how it operates, otherwise §91.126 applies: §91.126 Operating on or in the vicinity of an airport in Class G airspace. (d) Communications with control towers. Unless otherwise authorized o...Jump to post
On landing it's a unique combination of flaps, landing gear, speedbrakes, fuel vents . . . every airplane is a choir for us to enjoy. On takeoff they say it's a combination of jet core noise blasting out behind the engine, and the sweet bird song of supersonic fan blade tips. Not as subtle as the ap...Jump to post
The motoring sequence can be as long as 2 or 3 minutes. So in LAX when you get pushed in to the alley, ramp is chomping at the bit to get you moving. The push crew has disconnected and driven off, but the fadec is still motoring the engine and hasn’t even thought about doing the engine start sequen...Jump to post
I mean it makes sense the air is thinner so the APU has to spin faster, but doesn't that also mean that there's less air to squeeze to the same pressures? The same power going in results in a higher rotation speed because the air is thinner for the same compression, in other words? Could it be becau...Jump to post
Maybe storage boxes for wires, pins, wands, etc etc?Jump to post
I echo what the others have stated. A couple speeding tickets will not foreclose a career (at the majors, at least), but that doesn't mean they're meaningless. If you keep getting them, it indicates a pattern of recklessness and disregard for rules, which are obviously undesirable airline pilot qual...Jump to post
Trimeresurus, may I recommend getting yourself a copy of Wolfgang Langewiesche's book, Stick and Rudder . Pick up a used copy or try here: https://www.amazon.com/Stick-Rudder-Explanation-Art-Flying/dp/0070362408 From the Back Cover WHAT'S IN STICK AND RUDDER: * The invisible secret of all heavier-th...Jump to post
Save the DC-8 iirc, various regional jets, some Russian stuff, most aircraft have a positive nose angle to horizon when on a normal descent. I don't want to go too off-topic, but the big difference is the leading edge devices. As you extend and lower the trailing-edge flaps, the wing camber and cho...Jump to post
How does it manage to keep descending at such a pitch up attitude? 8 degrees of angle of attack and still descending. How does that happen? This is a subtle point, but I'm not sure you're getting it: Angle of attack is only part of whether you are climbing or descending, along with airspeed and thr...Jump to post
Let's go back to the basics. Imagine you're a student pilot sitting your Cessna 172. Your instructor points to the control yoke in front of you, and says, "You push and pull on this, and what are you controlling?" You say, "I pull back and I climb, I push forward and we descend."...Jump to post
Their logo looks official enough to me: https://i.ibb.co/gSd1J5p/Clipperton.jpg And their "website" is straight jacked from Myanmar's civil aviation authority*. cf https://www.dca.gov.mm/ and http://dca.clipperton-gov.co/ It looks like it's done by these folks: https://ops.group/story/what...Jump to post
Perhaps things have changed since the 1990s PBS 777 documentary: Warm colors like brown were found to be more inviting, pilots were more alert, and it was better at hiding dirt. http://www.youtube.com/watch?v=0oyWZjdXxlw&t=43m32s Unrelated: I hope we can all be as excited about something in life...Jump to post
Read up on Part 121.565 (b) says for engine failure enroute for three and four engine planes. You’re not a test pilot in this case, assuming simple engine failure, it’s authorized to continue. Double engine failures are trained on both three and four engine civil types as both initial and recurrent...Jump to post
You're gonna have to see what the checklist says to do with the engine failure. Most of the Part 121 ATP-certificated captains I know are acutely jealous of maintaining their certificate privileges, and care much more about that than whether the airplane will need an expensive engine change (that ma...Jump to post
In re this video: http://www.youtube.com/watch?v=srsJ1iUjUzQ&t=3m45s
Is there a reason the spoilers pop up an inch when the engines are starting?
I'm failing to see how the Stick Force Gradient would be reduced and forces would be lighter unless the article is referring to the fact that the control authority is lost at these high than normal AOAs and thus deflection of the elevators results in very little change in pitching moment and airspe...Jump to post
Looks like it? http://www.youtube.com/watch?v=pnyIXyIbj-g
I think it's a lot like the 787's, and the 787's is gray, so....
That appears to not have mid-cabin (I was going to say overwing, but that wouldn't be possible, wouldn't it?) exits. At 130 seats you're really pushing it to only have fore and aft doors. It would have been interesting to see if the real plane (if it ever made it off the drawing board) dealt with t...Jump to post
I think behind the wing is preferred for CG concerns, but you have to have enough fuselage behind the wing for the deck loader and tugs and other equipment to have room to maneuver without banging into things like flap track fairings. A 777 has enough room; the DC10 might not. I think there's also ...Jump to post
There are a lot of accidents that would have been prevented if flight crews kept their hands on things to make sure the airplane wasn't trying to kill them.
Here's a short segment from an old training video that talks a little about it: http://www.youtube.com/watch?v=5ESJH1NLMLs&t=11m32s
I think behind the wing is preferred for CG concerns, but you have to have enough fuselage behind the wing for the deck loader and tugs and other equipment to have room to maneuver without banging into things like flap track fairings. A 777 has enough room; the DC10 might not. I think there's also a...Jump to post
I've been wondering about something and would like to tap into the forum's collective wisdom. TLDR: Do simulators contribute to spatial disorientation problems because they intentionally utilize our vestibular weaknesses to create illusions of flight? Every time an airline pilot goes back for a sim ...Jump to post
Airliners as bizjets, unless flown by a government, are a PITA to operate—too big, too expensive (every airport will double your charges), too burdened by regulations, esp security nowadays. That makes sense about the ground fees (although if you can afford a business jet, what's a few thousand her...Jump to post
Legally? Maybe not. https://www.law.cornell.edu/cfr/text/14/25.672
Closing the door reduces drag, and also cleans up the airflow ahead of the radiator inlet. A cursory internet search discovers a number of forums discussing this very topic, but the consensus seems to be: Lowering the gear selector handle unlocks the mechanical door lock and it doesn't re-lock the d...Jump to post
1084506,1380700 All I can figure is so it weighs less. We're just trying to get our high-flyin', mach-busting swept wing to land at something reasonable, and these will do the job. If getting the absolutely slowest approach and landing speed was *the* most important design criteria, you'd have a st...Jump to post
Is this of the largest 10 airlines at the time of the data?
In other words, if Delta and Northwest merged, that's the same number of flights (ish), and then the next month it's all their flights PLUS another new tenth airline?
I know this has been answered before, but I cannot find it on the forum, or the internet for that matter... the GS antenna has essentially 2 physical transmitters on the different frequencies to create the slope. I'm STILL not clear on while the localizer antenna has a 12-18 transmitter array by co...Jump to post
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