Our flight bags in those days were very heavy, and the endless manual revisions were not much fun either! Don´t miss the paper revision work, but at least you potentially noticed some of the changes. Harder with the electronic versions, some of which have a slow and cumbersome process. Still carryi...Jump to post
It does in terms of general step climb procedure. However, both 787 and A350 will start higher (approx 36,37 at MTOW) and will climb higher a bit quicker. In many cases up to F430, depending on ZFW. Cheers, Adam A heavy 787 will start at approximately FL330, not sure about the A350. 430 will only b...Jump to post
Another thing to consider is APU start cycles - sometimes it’s cheaper to keep it running, rather than shutting it down after taxi in and re-starting it before departure. However, it’s a bit of black magic, depending on airline maintenance contracts etc, company policy, price of ground power at a pa...Jump to post
One difference is that Airbii don’t have wheel well fire detection systems and have a 300 deg C brake temperature limit for takeoff, in order to prevent fire in case of Hyd fluid leak. This 300 degrees limit is quite easy to exceed on landing and the brake fans are there to dissipate the heat on sho...Jump to post
It can get even better! We sometimes operate Longhaul charters and the crews get to spend a week (occasionally more) in a 5-star all-inclusive resort.
Some of our pax hate it...
Pushing TOGA on takeoff is not the same as TOGA takeoff... Boeing airplanes also use reduced thrust for takeoff - they just call it ATM instead of FLEX, but the basic principle is the same. Pushing TOGA button before takeoff make the thrust levers advance to the previously programmed thrust setting....Jump to post
What is worth noting, fuel flow is more or less directly proportional to the thrust produced by engine, regardless of altitude. i.e. the engine will produce (roughly) the same thrust for given fuel flow, regardless of altitude - although at different N1 This is not entirely correct, especially for t...Jump to post
The Russians got it right years ago! :mrgreen: https://www.airliners.net/photo/Untitled/Tupolev-Tu-134A-3M/2678899?qsp=eJwljUEOgjAQRe/y17ggGBbdqQfQBRdo2gkQ0WmmY7Ah3N2h7l7eT97fEPit9NWhJIJDJi9hQoPkxb8y3IYnlZUlGmP4nNrufKwTK9%2B80shS4PoGmUWvhohmLyFQUor4%2B7tEkmOiHGp6tKvWgORRGV1vPs45Lb42SP28YN9/t%2Bo0cQ%...Jump to post
Delta tried the Surface tablets, hated them, terrible service, went to Apple I can only concur - Surface sucks... gimme an iPad anytime! (And no, I’m not an Apple fanboy) - the latter just works so much better than the former as an EFB... The solutions I’m talking about are slowly emerging. As @Age...Jump to post
Because iPads seem to be doing a better job than built-in, original EFB. Also, they are normally issued to pilots on all fleets, whereas the manufacturer EFB's are airplane specific - there is a different one on say A350 and a different one on the 787 and there's none on other airplanes. Having said...Jump to post
Apart from other considerations (structural limitations, optimum level, emergency descent mentioned earlier), your Max FL may be aerodynamically limited (not enough wing), or thrust limited (not enough thrust to climb and/or sustain level flight with adequate manoeuver margins). I think most modern ...Jump to post
I'm no expert on maintenance procedures, but apparently it may be cheaper to keep the aircraft active doing some sort of minimum flying, than keeping them stored. One big airline in Europe was doing the same in during the lockdown - they were flying empty planes back and forth to keep them active, a...Jump to post
Yup, we do have special classess...
https://www.jetlaggedcomic.com/products ... e5b7&_ss=r
FWIW, I have briefly ended up in ALTN LAW on A320 once, but it was self-inflicted. We had an aileron servo fault one day and I decided to reset an ELAC (A320 primary flight control computer), but Il by mistake I have reset the wrong one... Pooof! We went into ALTN law. Fortunately, switching the ELA...Jump to post
I'd also be curious to see how different the systems are between A330/340 and the 757/767, which were common-type. I'd think that latter pair had more differences than the former. When you look at A330 system schematics, you can easily tell they were originally designed for a 4-engine airplane and ...Jump to post
AF447 was the classic deep stall and they would have need a good 15,000 to recover due to the long spool up time on the engines at low airspeed. IVSI through the floor, airspeed stable and no wing rock! I would like to speak with someone how who has stalled a 767 or any underwing large transport. I...Jump to post
Actually, proficiency requirements for operating The 787 and 777 are very lax. As per OSD document (which is the basis of all MFF/SFF programs in EASA world), landings are entirely cross-credited between those two and there is only a requirement to do 1 flight with the HUD every six months - so tech...Jump to post
Deep stall is a phenomenon mostly associated with T-tail/tail-mounted engines. Don’t know about the 727 though - maybe it doesn’t suffer a pitch up during stall, or maybe the certification rules didn’t require a stick pusher back in the day. I haven’t stalled/spun a jet transport myself, but talked ...Jump to post
But, but, but.... there's a well-known poster on this site who has been assuring us for two years now, that a certain aircraft (no, I absolutely refuse to mention it's name :duck: ) has perfectly benign stall characteristics, just like the Cessna 172 he has flown for most of his 120 hrs. There is e...Jump to post
That isn't really the point IMHO. Most swept-wing aircraft have rather unfriendly stall characteristics compared to a straight-winged light prop aircraft. It is a consequence of making the aircraft more efficient aerodynamically. Stick shakers, alpha prot and similar features are, again IMHO, typic...Jump to post
One thing to remember is that stick pushers are there for a reason - if an airplane has one installed, then most likely it has ugly stall characteristics and needed it to meet certification requirements...Jump to post
Never... If you get anywhere near the protections, you are waaay out of where you should beJump to post
It varies from airline to airline and is very dependent on the airplane size and complexity: - when I flew a turboprop, cold and dark was the norm and arriving 20-30 minutes before departure was enough - on a medium jet normally the plane was powered up by the previous crew, or the mechanics, but co...Jump to post
The 320 and 330 actually handle quite differently - you may put all computers you want, but you can't beat physics... They are different enough to warrant a separate type-rating in my opinion and moving from one to another requires some training. Though the 320/330 combination is successfully operat...Jump to post
My company operates a mix of -8's and -9's and they seem to be happy about the -8. Of course, the -9 is the sweet spot and all the new airframes (and possible future deliveries if we survive the COVID crisis) are -9's, but the -8 has its advantages as well: - its DOW is some 10 tonnes lighter and th...Jump to post
What i heard is that LH wanted have it deinstalled in their upcoming 787 deliveries and 777X as well. Dont know if it worked out for them. Is it standard on the 777X? I could imagine. I think its going to be standard for new developed commercial aircraft in the future. As far as I know, the HUD is ...Jump to post
Pilots don't want to wear headsets, so I dont think many pilots would want to wear a helmet in-flight to get those magic helmet displays. Perhaps not a helmet, but some sort of glasses would be pretty easy to implement... I think it’s standard to be fitted on the A350, pretty sure we looked at not ...Jump to post
P.S. as my Boeing instructor put it on the beginning of the 787 type rating training: “by the end of this course, you will have become a HUD whore” :biggrin: I have. it’s an amazing piece of kit, I think it will be increasingly popular - though military aviation is again one step ahead with their ma...Jump to post
HUDs have been available on commercial airliners for at least 15-20 years, but they brought little benefit in terms of performance and/or Airplane capabilities, at a significant cost - therefore hardly any airlines elected to fit them, as their price just wasn’t justified. The 787 is a game changer,...Jump to post
My guess: - fewer screen units (chepar) - there's no space to fit a 5th large screen :) All in all, there is still more screen area on those 4 larger units, than on 5 smaller units. Personally, I love the big ND on the PF side on the 787, as well as the "AUX display" next to the PFD, conta...Jump to post
Funny enough, the 787 flight deck is a slave to 777, as the 350 is a slave to to A330 cockpit, in order to maintain enough commonality to enable pilots to fly both types . In many aspects the modern flight decks are early 90’s technology, just with larger LCD screen area and a few extras. Nothing re...Jump to post
Can’t vouch for the 737, or the 747, but the level of automation in the 777/787 is pretty much the same as A330/350 - they are all very automated planes and fairly similar in operation.
The A v B debate is significantly overrated - and I speak from experience flying A320/330 and 787.
W6 used to have a "free seating" policy until a couple years ago, when they started assigning seats (and charging for it :mrgreen: ). They changed the seating policy at some point, but probably kept the legacy W&B computing systems, which assumed even distribution of PAX in all section...Jump to post
I’m surprised that no one has mentioned the ATR yet. It has no connection between the rudder pedals and the nose wheel. On takeoff, the Captain is using tiller for directional control until 70 knots, while the F/O holds the yoke. At 70 knots there is a control transfer. Whoever is the PF, takes over...Jump to post
What was really interesting was when you had the INS in Triple Mix, the INS units would vote on what IS information to use. So, you could have one INS unit way out but the other two would do a pretty good job of navigating accurately. It is still the case on modern triple-IRS setups, eg A320. A330....Jump to post
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.