On the ‘bus - all the time. Throttles (ahem, ‘thrust levers’) are essentially manual until climb.
On Boeings - A/T is used for takeoff unless it is inop. As GalaxyFlyer said, throttles may be set manually, or automatically. The end result is the same.
At low weights is the key word. A 787-9 flying long distances won't be at low weights. The last thing you want at MTOM after an engine failure is for the remaining engine to deliver less power. IMO, it's a safety feature, not a performance booster. Well, at high weights Vmc is generally not an issue.Jump to post
As Zeke correctly wrote, you can't just increase thrust. Controllability and rudder size play a role. The 787-10 can have more powerful engines because it is longer, so the rudder acts on a longer arm. I for one think Zeke is right about this being a thrust bump for certain conditions, allowing the...Jump to post
One Airbus engineer told me that a brand new A320 is a completely different plane under the hood, compared to the original 1988 design.
From pilot’s point of view, the differences are few.
zeke wrote:whywhyzee wrote:Some data from the ofp:
It took off at 239 tons, 95 tons of fuel, 17 tons of payload. 8558nm filed route.
Seems far too light, have the removed the seats from the cabin ?
The deflector doors also block airflow which you need in extreme temperatures. Why CAC loves extreme weather (hot and cold)? When it’s very hot or very cold outside, the CAC’s and Packs need to work harder to maintain desired temperature inside the airplane. The deflector doors retract to provide h...Jump to post
I think what you are missing here is that many pax who would like to be repatriated probably had tickets on LOT flights that got cancelled because of the decision to close the borders. Perhaps even not getting refunds as airlines and insurance companies will be very happy to claim force majeure. An...Jump to post
As my Boeing instructor said - 737 is from Renton and other Boeings are from Seattle. They’re designed by different engineering teams.Jump to post
By pet peeves: A320/330 - scrolling arrows on the MCDU. Why on earth they decided make them work in opposite sense? (yeah, I know it's 'scrolling the roll'), but still... 787: VNAV descent is [email protected], usually too high/too fast, plus has some stuid logic (speed target changing, when opening speed window...Jump to post
Hi! Used to fly the 330 across the Atlantic and loved it. Mountain waves are fairly common over Greenland, not sure how far out you were. Flying westbound, the routing would normally be planned so as to avoid the core of the jet stream (which normally means you fly north of the G.C. track, but varie...Jump to post
Another thing to remember apart from performance is fire category.
I fly 787s into ORD on a regular basis and we can file MKE as alternate for the 788, but not for 789 due to insufficient fire cat. Our alternates are normally DTW and IND. Of course in an emergency one could do anything...
Getting a go-around wrong and temporarily losing control of the a/c is an increasingly common type of incident these days. I would look into crew actions first, rather than into airplane systems...Jump to post
I would say if there’s any PIO it is more likely to be in roll rather than in pitch (fairly common on A320 series in gusty crosswinds, plenty of examples on YouTube) I’m my time on the Bus haven’t seen anyone doing elevator PIO. Also, bear in mind that in flight you don’t control the elevator direct...Jump to post
I wonder what are the average freight loads on widebody aircraft. Indeed a plane can be loaded with cargo up to the MZFW, for a typical 77W the max freight is probably around 25 ton. I.e. 170 DOW + 40 ton pax and bags + 27 ton freight = 237 MZFW. This assumes the MTOW is not exceeded :) But what ar...Jump to post
The scariest thing for me is that if they lost one engine due to a coffee spill, they might as well have lost both, as the engine controls are near to each other (though admittedly a bit further apart than eg. in A330) The solution is simple - train the CC to pass drinks on the outboard side and nev...Jump to post
Longhauler posted this years ago on a similar thread regarding real performance on the AC 787 and 767. “The B767-300 carried 211 passengers at FL370/390, from LHR-YYZ in 7:28 ... fuel burn was 37,800 Kgs. The B787-8 carried 251 passengers at FL380/400 from YYZ-ZRH in 7:22 ... fuel burn was 34,200 K...Jump to post
The a330-900 is proving a real fuel sipper... 40 t payload on 12 hour sectors at 5.3-5.4t per hour with different operators. That span increase is doing wonders. The big trent is not bad either. Cool. Do you have access to any flight plans or FCOM data? Would love to run a comparison with the 787...Jump to post
I don't think you have to look 20-30 years in the future. The C929 is being designed to be able to flown single pilot soon after entry into service: https://www.aerotelegraph.com/en/cr929-to-become-the-first-large-single-pilot-aircraft Not sure if that aircraft will be a commercial success but it's...Jump to post
@BravoOne and @Styrfr51 and @Galaxyflyer, thanks for insight. What kind of beacon was this station November? NDB, or or something more sophisticated? As for my sextant, I think it’s a USAF one, but I bought it on some junkyard sale and have no details of its origin. It’s in pristine condition, has v...Jump to post
@BravoOne - how would the NAV take cel fixes during daytime? I know the sun is there, but it only gives one LOP and for a proper fix you need 2 (preferably 3 lop's). Were they using the running fix technique, or some other tricks? Also, I know it's a long shot, but... I just got myself beautiful Kol...Jump to post
I’ve read on other forums, that LH is trying to register “crane on blue background” as their exclusive trademark. If they succeeded, LO would have to change their logo. If that’s really the case, LO is defending against, rather than attacking LH. It would also explain why they do it now, not before. IJump to post
As I understand, you may either use your fingers, or the KCCU (the mouse), whichever’s most comfortable.
I think the touchscreen is a good thing as an add on, but not as a stand-alone method of input.
What’s the fuss all about? 787 EFB has been a touch screen since EIS, so this is hardly innovative...Jump to post
In case of the FA, that is true you would only need 4 with 160 pax but premium pax in general needs more than eco. Even on a TATL with a UA (767-400) we had at least 7 could have been 8 or 9, I did not have a look up to Polaris. As far as I know, the number of FAs must be adequate not only for the ...Jump to post
I'm not saying it's happening, but a 787LR would IMHO be a viable solution, unless there are any technical issues precluding it, which cannot by solved easily. Then again, an MTOW increase of ~6T is not that unthinkable, we have seen other airplanes grow by more then than that. If we add some future...Jump to post
Could an existing B789 reconfigured with a higher premium seat count, achieve the range required to make this project viable? I’ve always wondered if sacrificing Y seats in exchange for a bigger Y+ cabin and reducing the overall seat count down from the current 236 would extend the range further, t...Jump to post
Thanks @Zeke and @Starlion blue, myth debunked
Perhaps it has to do with VS configuration. Having said that, the CTR tank fuel seems to be moving the C.G. forward quite quickly.
Out of curiosity, what would be a typical C.G on a long flight with a full (-ish) pax load?
Yup, very easy. If you see a 787 parked by the hangar with no engines, it is certainly the Trent version... (sorry, couldn't resist...)
On another forum I have read that the 350 is prone to run out of forward c.g. at heavy weights and high fuel loads due to unfavourable fuel vector of the CTR tank - so that loadnig could be problematic, or even payload has to be reduced at times... Do our resident 350 drivers confirm/deny it? That w...Jump to post
I once forgot to switch off the bleeds/packs before engine start on EMB145. The result was a hung start (or 2, I don’t remember).
We only could start it when we figured out the reason...
I ran some numbers through my model/simulation using almost equal legs from SYD-LHR (picked an airport somewhere in china) and the A350-1000 in total used about $5k less fuel for the two 1/2 legs vs the single long leg. That looks about right. I made a quick and dirty FCOM calculation for the 789 a...Jump to post
Flightplan for QF7879 LHR-SYD https://pbs.twimg.com/media/EJTMFCmVUAA_O-h?format=jpg&name=large https://pbs.twimg.com/media/EJTMFCrU0AUlj7a?format=jpg&name=large https://pbs.twimg.com/media/EJTMFCoU4AAkZLs?format=jpg&name=large https://twitter.com/keg767/status/1194804195980824577?s=21 ...Jump to post
What about actual setting of cabin occupants in flight? I know CACs suffered from surges when cabin occupants was too low, leading some operators to set a fixed value in the system equals to max cabin occupants. Is it your SOPs as well? Haven't heard of it, but the cabin crew do in fact always set ...Jump to post
Regarding other 'electrified' systems on the 787: - Electric brakes work very well. No hydraulic accumulators, no need to pressurize hydraulics for parking brake operation. Just push the pedals and they work, also not losing their grip when elec power is out. Strangely enough, they work on 28VDC. An...Jump to post
In the aero article linked earlier, we can see on the electrical schematics (page 3) 2 X 250 KVA per engine + 2 X 225 for the APU. This is more than double compared to the 350 indeed :shock: That's a heck of a powerplant. 2.5 times as much as the 350, more than 4 times as the 330. Actually, compari...Jump to post
While you are absolutely right on the concepts, the new generators are not really smaller, as in less powerful, or at least not by much. A350 has 4 x 100 KVA engine-driven generators whilst the A330 has 2 x 115 KVA. Fair point. I don’t know the power output of the 787 generators (Boeing doesn’t con...Jump to post
FWIW, I had an interesting conversation back in 2011. It was around the time when A350 design was finalized and they were starting the assembly of the first prototype, while Boeing was delivering first 787s to ANA. I was in Toulouse back then and met one of Airbus engineers. He told me that Boeing h...Jump to post
zeke wrote:This is like asking does a 787 burn less fuel than a 777.
On most airliners, the lav sinks drain overboard, that helps get the water and smells out of the aircraft. I've heard of several freight crews lighting up and blowing into the sink to get the smoke out, so I could see holding the door working as well. Not only freighter crews. When I was a brand ne...Jump to post