If it doesn’t work, the plane takes off due to the failure of gravity. The plane lifts off, the gear extends due to lift and the gear extends and locks into the longer position until the shrink link unlatched it. If the oleo was required to get airborne; it would be hard to imagine a failure warning...Jump to post
Someone above mentioned the A300.... Can anyone explain to me why the A300 didn't seem to do anywhere near as well as the 767? I know the A300 came out first, but what made the 767 more successful? I know it was early off in the game for Airbus, did that have anything to do with it? My understandin...Jump to post
Having flown at EAL, the other fill-in is the A300 with CF-6s was the first twin widebody, albeit with subsidies and gift lease deals at EA. We flew the hell out of the B2s and B4s. The B2s even flew the LGA shuttles. It wasn’t much for long range, but worked well. The regulatory environment at the ...Jump to post
The real wonder is why we ever went down the dead end that tris were in the first place. The first modestly successful airliner was the Curtiss Condo, which after the noise and odors of the Ford Tri-motor was a revelation. The first real airliner, the DC-2 followed by the DC-3 were twins. Tris won’t...Jump to post
I’d humbly submit arriving in the NY area with the weather LIFR, losing your ILSs and flying an unpublished LNAV/VNAV procedure as a substitute for the ILS, getting an MSAW alert from ATC is NOT a routine “day at the office”.
This is beginning to sound like an argument between an experienced aero engineer and a physics professor. I remain firmly of the belief gears support the weight of the plane until wing lift exceeds weight, springs don’t send planes into the air. Cue conveyor belt thread! GF Belief is one thing, fac...Jump to post
This is beginning to sound like an argument between an experienced aero engineer and a physics professor. I remain firmly of the belief gears support the weight of the plane until wing lift exceeds weight, springs don’t send planes into the air.
Cue conveyor belt thread!
Nobody trained in how to fly them anymore I hold a SRA rating and in Europe they are still trained for and flown... Not in North America. Where the incident happened. Pretty broad statement there; I’ve flown, for training and for real, slathers of PAR and SRA approaches in North America—both countr...Jump to post
... if it is a passive system and relying on stored energy then a spring feels like a better option than compressed gas and if it is an active system then hydraulics seem like a better option. In my engineering experience gasses find every available leak location and this is going to be a very high...Jump to post
Putting any disability findings has been on the FAA medical form, it’s not unreasonable they’d check it. You do have to attest that you answered all the questions fully and truthfully. I’d bet they’ll get a general counsel finding that the cross-matching isn’t about HIPPA medical information but the...Jump to post
Just that UA Ops would probably consider their scheduling practices proprietary information, especially the specifics
There’s no LNAV/VNAV approach for 04R, assuming the AvHerald is correct on 04R being the landing runway. Only for 04L.
The wing has plenty of lift, as shown in the video, to uncompressed the struts, what it needs is more clearance in the aft body to rotate to an AOA to get airborne at the desired IAS and climb away. It’s about reducing runway requirements and tailstrike prevention.
The lever and shrink linkage is patentable, not the oleo strut. In your model, something would have to trigger the oleo to extend the 9.3”; but in reality what causes the oleo extension is the wing lift. The wing lifts the oleo to full extension, not the oleo pushing on the plane. From the patent, i...Jump to post
That's what I said all the time: by another force than lift from the wings, the aircraft is pushed in the air for an additional height X prior rotation. Then, every airplane with oleo struts, pretty much everyone, is pushed into the air to some degree by their landing gear and this one isn’t any di...Jump to post
Ok, but why’s that any business of ours?
Well, no, one can’t fly an ILS as an LNAV/VNAV approach, but seeing the landed on KEWR 04R and 04R doesn’t have an LNAV/VNAV approach (only 04L does); they did something different. They did MSAW warning, so maybe it was something “inventive”. 04R does have a GLS approach, if they fly those. Yes, Ze...Jump to post
Or, filled in while another 787 had an open MEL cleared or short maintenance done, or flew another route relieving a 767 having mx work done, or, well, the idea is in fleet UA’s size individual planes are pretty fungible.
Interesting segue. When the Lear family sold the rights to the LearStar to Canadair, there was a royalty paid to the family on each Challenger sold (something like 125,000USD). When the CRJ was produced, the family sued for the royalties. BBD’s position was it was a different type, so no royalty due...Jump to post
Well, no, one can’t fly an ILS as an LNAV/VNAV approach, but seeing the landed on KEWR 04R and 04R doesn’t have an LNAV/VNAV approach (only 04L does); they did something different. They did MSAW warning, so maybe it was something “inventive”. 04R does have a GLS approach, if they fly those. Yes, Zek...Jump to post
Where was it said they flew an ILS using LNAV/VNAV procedure? I gathered they flew to KEWR where the weather was sufficient to fly on the several LNAV/VNAV or LPV approaches.
The autothrottle “flaw” isn’t a flaw; it’s a lack of understanding in how they work. There shouldn’t be any surprise when in a FLC descent , the throttle position is IDLE, until capturing a vertical path or altitude.
I’m surprised there is a common point on the two ILS receivers, let alone them common to the altimetry. And, that the three are one common bus.
To be able to sell to Iran, Airbus should start to built airplanes with no US parts. Not a fancy idea I would say. Easier said than done....much easier. When the Iranian market value exceeds the US market, it will come true. Or, when Iran stops acting as an adversary to US as it has for 40 years. GFJump to post
So, basically local governments don’t have enough authority to motivate the US3 to stay, despite incentives. I just really doubt that there isn’t demand for a smaller plane on key markets. About the picture above, the same could be said in a field of AA MD-80’s except that they are actually being r...Jump to post
No one said they can’t buy up old (>10 years) planes, supporting them other than cannibalizing them is another story. If the US is stupid, apparently our voters are the stupid ones expressing their political opinion, then the same can be said of the voters in the other countries party to the “agreem...Jump to post
They needed ceiling and visibility high enough to land out of an approach that wasn’t an ILS. JFK has non-ILS approaches aplenty, just at that time the weather wouldn’t allow them. EWR frequently has the best weather among the NYC airports. Radar altimeters are used all the time for approaches, but ...Jump to post
Without an Instrument Landing System, no airplane would be landing with a ceiling of just 200 feet. Says the pilot who’s never done a PAR to 100-1/4. GF Nope never done one of those. Is anyone still doing those? Good luck doing one of those in a 777 I’ve done down to mins several times in both A-10...Jump to post
The gear does not push the airplane into the air or even provide a minicule push. The problem for the stretched MAX 10 fuselage is tail strike caused by the legacy short gear and long aft body. By extending the gear, Boeing has created the results of a longer gear. If the wanted to, the problem coul...Jump to post
This really is a valid question (at least with respect to the US market. Assuming the current market dynamics continue, the legacy US pilot groups are doubtful to give an inch on scope. Considering the amount of aircraft that are allowed up to (but not above) the 50 seat limit, I’m surprised the le...Jump to post
Without an Instrument Landing System, no airplane would be landing with a ceiling of just 200 feet.
Hang on a moment, were people really thinking that that extra extension was using the energy to launch the aircraft in to the air rather than allow a greater AoA for takeoff? It is kind of the same: the gear provides supplementary lift (besides the much larger but not yet sufficient lift coming fro...Jump to post
Simple economics—50 seaters can’t generate enough revenue to cover operating expenses. That, and scope clauses in ALPA contracts incentivize larger 66-76 seaters.
No 50-seater is in production and a replacement is unlikely, unless there is a technical breakthrough lowering their cost.
Most USN/USMC, some USAF bases, mostly fighters, also RCAF bases have PAR and do very well. Funnily, a couple years ago a Global Express had a similar problem in India and flew a PAR as last resort. Pilots that haven’t flown one might be reluctant to learn at minimums.
The MAX 10 gear doesn’t provide the “missing” lift; it lengthens the gear enough to allow the WING to produce the lift needed to get airborne at the desired speed and reducing the potential for tail strike. The link is there to make the gear act as if it were longer while still fitting in the curren...Jump to post
Neomax, Why hasn’t “shell” companies been used to supply Iran before? Because it’s a lot harder than it looks and much more so than it was 20 years ago. There is NOTHING preventing Airbus from delivering these planes. They just have be willing to consider Iran’s market more valuable than the US mark...Jump to post
There’s NO “spring” action or upward lift component produced by the gear. The link merely lengthens the strut dimension during rotation allowing the plane to achieve an AOA sufficient to generate the required lift required to lift-off at the desired Vr without scrapping the longer fuselage.
Is the question about reduced thrust take-off settings?
What do you think the US is stupid? TK orders a block of planes who quickly show up Iran Air colors and they won’t know what’s going on? $100 million airliners aren’t stolen cars, they’re easily tracked. Airbus has already confirmed they won’t deliver them.
If it were as easy as nromax says, it would have happened long ago. Hint: it’s not easy.
Airbus wouldn’t sell another plane with US content, if they tried that. That and they could be cut off from selling in US dollars, which is much more harmful than you guess.
I know LAX/NYC will be first, but how long till she shows up at SEA? Seems like the perfect machine for DL's ops there. Oh, and she is a beauty. Airliners don’t have bases, pilots have domiciles, which where trips in the category begin. Nothing says SEA, MIA, MSP, TUS, or any other city Delta serve...Jump to post
Noticed that Delta is mostly operating on a normal schedule here at RDU today while almost everyone else is cancelled out: https://www.rdu.com/airline-information/flight-status/. Thank goodness the winds have not been as bad as projected a day or two ago and also have not seen any heavy rainfall ye...Jump to post
Not to mention if you get a hold at Robbinsville or Woodstown.Jump to post
Civilian planes can’t send Modes 1, 2, and 4 because they don’t have those modes in civilian transponders. Only the military has them. Civil and military transponders both use Mode 3 for secondary identification and Mode C for altitude reporting. Your post referred to CODES 1 thru 5, not MODES. The ...Jump to post
come a recession and those with the most economic planes stay flying. the number of first class and business class flyers will fall off a cliff and all that are left are economy passengers to cover the cost of the flight.. This report is a reminder to upper management in some airlines that they bet...Jump to post