The Q400 also does not have a Red beacon for flight.
It has a single red beacon on fuselage top for Eng start/taxi ops.
Wifi Radome is the same as a Satcom radome mounted on top of Airliner fuselage correct?Jump to post
TR wrote:Having spotted a bit I have noticed that some ATR72-600 have the usual red beacons whereas other have a clear white beacon both under the belly and on top of the tail. Anyone know why there is this difference? Thanks
Newark727 wrote:The Helio Courier!
Yes those are the ones I was talking about. I think many new military aircrafts still retain them.Jump to post
Precision doesn't have an A320 conversion program, so didn't need to worry about commonality.
GalaxyFlyer wrote:Yes, we had them. We used them to signal, but I can’t remember the signals. Was that designed or not, I can’t say. I do remember, at night, steady meant ready for take-off.
I have observed such lights on Fighter aircrafts/also a few old Soviet Transport aircraft.
Could not find any documents regarding why they are not steady as the civilian counterparts.
A321 PCF(Precision) accomodates same number of ULDs as P2F(EFW) on the Main deck while retaining the old L1/R1 Pax door configuration without any structural mod.
Can anyone explain how Precision was able to achieve that.
Also any further comparison between the two types are welcome.
WesternDC6B wrote:What is the red button? Bomb release?
thefactorypilot wrote:It looks like something was originally there from certification and they just covered it with a blanking plate.
Well it is like having two ways of doing one job.
Both have its pros and cons.
A320 for example has separate pitot and static ports on fuselage. Depends on how the manufacturer designs the Aircraft.
CRJ900 wrote:Does the ATR 72 have decent cargo hold capacity compared to the Dash 8-400?
Check this out-
https://theflyingengineer.com/flightdec ... ndication/
Here at AMS we usually have bags with gravel/rocks, less of a problem if one ruptures in the hold I guess. But I've seen a certain Q400 operator use stackable blocks of 25 kilos. Yes best to have Ballast loaded with rocks then sand. Sand is a nightmare if it gets into Avionics/recirculation system.Jump to post
Max Q wrote:Under the R1 passenger door a large structure is attached to the fuselage, does anyone know what it is ?
flipdewaf wrote:when there is a separation event there is only 1 force remaining and that’s the thrust as the centripetal force disappears, it is now just a velocity. Ignoring drag of course..
Not necessarily, since the "strike zone" of a shedded blade onto the fuselage is forward of the propeller's rotational plane. The forces that act on the blades are forward (thrust) because the blades are pushing air backwards. Hi, are you sure about this? Wouldn't the high rpm of the Prop...Jump to post
Regulation mandates modern Turbofan engines to have a containment duct which encloses the Fan cowling area of the engine.
Shouldn't the ice shield also designed as a protection device in case of prop blade liberation.?
Slightly off-topic but do Carbon multi disc brakes have negative expansion coefficient?
Like do the wear indicating pins come slightly out when brakes are cooled off?
HowardDGA wrote:Can APUs produce any meaningful thrust? And would it have any effect on an aircraft’s ETOPS certification?
You must be referring to an External Hydraulic Cart. It is used in heavy Maintenance eg when the Aircrafts own Hydraulic pumps are not available for maintenance.
They are a source of hydraulic pressurisation.
Not sure how to phrase the question - but is a Boeing 787 or Airbus A321 without the airline customers configuration of seats, etc., perfectly balanced 50/50? If you were to draw a line down the middle of the plane, would both sides be equal in weight? Whether an Aircraft is loaded or no it always ...Jump to post
Is there not also something about the turbine bearing seals not fully pressurizing at low RPM and thus aircraft that tend to have longer than normal taxiing can end up with higher oil consumption? Correct. But this holds true for Labyrinth seals. Almost all modern engines use Carbon seals which hav...Jump to post
Regarding the CFM56-5C, there was a thread a while back where it got brought up: viewtopic.php?p=23286961
I guess we drifted too far away with examples.
The question is why no Deoiler on the CFMs?
GalaxyFlyer wrote:Golly, you should see PW engines, if you want to see 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?
@Mods Should this thread be transferred to Tech/Ops considering the detailed discussion on type certification?Jump to post
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 wallJump to post
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...Jump to post
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.
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...Jump to post
I see scope in following two systems in the years to come:
Heavy Duty Electrical Actuators.
High Pressure(upto 5000psi) Hyd Actuators.
The sound of the propeller running outperforms the sound of the jet engine inna turboprop as core size is relatively small.Jump to post
^This. The longer fuselage and location of CG puts less weight on the nose of a longer aircraft.
Horstroad wrote:B777 tire pressures for maximum airplane gross weight in psig (sorted by MTOW):
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?
Conventional aluminium alloy surfaces are far better for paint adhesion as compared to composites especially Carbon fibre.Jump to post
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 ...Jump to post
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...Jump to post
A321 LR like the A320 family is maxxed out at FL390 per the AFM.
Unsure about the XLR though.
Im having difficulty understanding difference between all three Airbus Technical documentation. Pros out here kindly elaborate.Jump to post
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...Jump to post
No It's not
airportugal310 wrote:I believe the official term is "abradable lining/liner" but could be wrong
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.
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...Jump to post
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...Jump to post
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...Jump to post