Re: CFM Engine High Oil Consumption

I guess we drifted too far away with examples.
The question is why no Deoiler on the CFMs?

Re: CFM Engine High Oil Consumption

GalaxyFlyer wrote:

Golly, you should see PW engines, if you want to see oil consumption.

CFM Engine High Oil Consumption

Why do all CFM Engines consume a large quantity of oil.
More importantly what is stopping them to incorporate a Deoiler in The Oil Vent subsystem to reduce consumption?

Re: Aircraft Certification Problems

@Mods Should this thread be transferred to Tech/Ops considering the detailed discussion on type certification?

Re: Location of data plate on Airbus aircraft

On the A320s of the company I work for, data plates are located on three locations - top of L1 and R1 door frames, Bolted side of cockpit wall

Re: A320Neo new landing light location

I have flown aircraft where the landing lights were at the wing root or adjacent to the main landing gear (Boeing/Airbus) as well as at the wingtip (McDonnell Douglas) and to be honest, I couldn't tell much difference in the scope of illumination. e38 True. Look at B737MAX, All the lights in the wi...

Re: A320Neo new landing light location

The new ones seem great for reducing drag, must be better than the predecessor too for illumination as they are located much ahead..
I hope Airbus have changed the beam to neutral white.
The current LED ones on A320N bite the eye if viewed head on.

Re: Pre-Departure Walkaround Top of Fuselage

Had a quick question - when it comes to commercial airliners and the pre-departure walk around how do you assess whether there are any issues with the top of the aircraft? Transit/Preflight checks are approved for a check of the aircraft from the ground as far as the eye can see and follow a partic...

Re: Pneumatic vs Hydraulic

I see scope in following two systems in the years to come:

Heavy Duty Electrical Actuators.
High Pressure(upto 5000psi) Hyd Actuators.

Re: The sound of a big turboprop

The sound of the propeller running outperforms the sound of the jet engine inna turboprop as core size is relatively small.

Re: Tire Pressure on A32X Family

Wacker1000 wrote:

^This. The longer fuselage and location of CG puts less weight on the nose of a longer aircraft.

Re: Tire Pressure on A32X Family

Horstroad wrote:

B777 tire pressures for maximum airplane gross weight in psig (sorted by MTOW):

Re: Tire Pressure on A32X Family

Thanks CanadianNorth & m1m2.

Looks like Nose wheel on A321 carries a bit less load than the A320.
But what difference would it make if we keep the same pressure for Nose wheel on longer jets. Won't it ensure fleet commonality?

Any idea the trend on widebody families like A332/333 and B772/773?

Re: Peeling paint on composite surfaces.

Conventional aluminium alloy surfaces are far better for paint adhesion as compared to composites especially Carbon fibre.

Tire Pressure on A32X Family

At the company I work for we maintain following Tire Pressures on the A32X Family Aircrafts. A320 - NLG 178 to 187 & MLG 200 to 210. A321 - NLG 168 to 177 & MLG 212 to 222. While I do understand the increase in MLG Tire pressure on A321 due to the obvious load increase, I could not find any ...

Re: Airbus WISE vs TFU vs ISI

ISI : Mainly for operators, there is no particular template. TFU: Made to describe a specific technical issue, from Background description to Final Solution (with mitigation and recommendations inbetween) Thanks LD!! Just came across this text from one of the Airbus OIT- 3.2 FEATURES SPECIFIC TO TF...

Re: A321LR flight level?

A321 LR like the A320 family is maxxed out at FL390 per the AFM.
Unsure about the XLR though.

Airbus WISE vs TFU vs ISI

Im having difficulty understanding difference between all three Airbus Technical documentation. Pros out here kindly elaborate.

Re: Freight Handling on the ATR series vs other turboprop Freighters

It’s a neat little area to “hang out” in lol. Haha..The ATR Aft cargo compartment can also be a good area to hang out depending on the situation.. It is also noteworthy that carrying DGs is prohibited on the Pax ATR Cargo compartment as although physically separated, they fall in same level and onl...

Re: Teal Color Inside A320neo Pratt & Whitney Engines

Horstroad wrote:

No It's not

Re: Teal Color Inside A320neo Pratt & Whitney Engines

airportugal310 wrote:

I believe the official term is "abradable lining/liner" but could be wrong

Re: Why fuel driven actuators?

Redbellyguppy wrote:

I once flew an aircraft that had pneumatically actuated thrust reversers. There’s an infinite supply of air, too, in an engine that is running.

Re: Duration of 747 Hydraulic Pressure Reduction?

The answer to this is it depends upon the specific aircraft model and which surfaces. The 744 flaps, as referenced in the OP would be a great start. Flaps generally are position specific ie. have discrete outputs per the Flap lever Position in the Flight deck. Primary control surfaces like the Aile...

Re: Any opinions on hydraulic fuses?

A couple of tragedies occurred when all hydraulic fluid was lost. Japan Air 747 and United DC-10. Do all commercial types use hydraulic fuses or just some? What other systems are there to prevent the complete loss of hydraulic fluid after a catastrophic failure? Every Hydraulic system on an Aircraf...

Re: A320 Idle Speed

Does an A320 With V2500 idle at a different speed with just the left engine running (single engine taxi)? Earlier procedure on A320 was to start Engine 2 first as it is directly connected to Yellow EDP which supplies the Parking Brake pressure. Now the procedure has been revised to simplify procedu...

Re: Does the DC-10 nose gear strut not meet the ground at a 90 degree angle?

Stranger still was the Lockheed Constellation, which as well as having a forward angled nose gear, had considerable 'camber' on the nose wheel axles - meaning that the wheels were angled so that the bottoms of the tires where closer together than the tops. Perhaps this was to counteract to some ext...

Re: Does the DC-10 nose gear strut not meet the ground at a 90 degree angle?

Problem with the canted nose gear design is it completely lifts the outboard nose wheel off the ground in a tight turn while taxiing, now you’re steering with just one wheel, not so good, especially when you have a wet surface Correct. Tight turns mostly are done at lower speeds. A320 Family can al...

Re: Are the engines used in repurposed jetliners damaged by the smoke particulates they ingest?

Adding to above replies Volcanic ash is also very abrasive which resulted in a flame out of engine long back. Forest smoke may be chemically toxic in the long run but a few seconds of ingestion is pretty okay for the engine. The Aircrafts may be shutting off the bleed when they fly over a smoke clou...

Re: Protective corrosion coatings and aerodynamics

gregorygoodwin wrote:

.
Gregory

Re: APU Usage

Can I ask a dumb question? I've never seen an air conditioning hose that didn't have a fold or kink in it. Are they not actually *designed* to be that way? Actually they do. You just cant notice it when it is supplying High Volume Air as it becomes inflated. However old hoses do leak from areas whe...

Re: APU Inflight start on Battery

Florianopolis wrote:

Could it be because the battery has less juice at lower temperatures?

Re: APU Inflight start on Battery

Thank you all. Doubt cleared.

Re: APU Inflight start on Battery

Alright..So in that case the self sustaining speed of APU will increase as we go higher.

APU Inflight start on Battery

APU installed on the A320 has a FL restriction of FL250 when only starting with batteries. However normally if TRU assisted then it can be started upto service ceiling.

What is the reason behind this?