I was wondering about this since flap movement is tied to variables like weight and speed. Could flight deck automation remove from pilots the task of lowering and raising flaps based on aircraft configuration? Yes, it is possible. No, it is not welcome. And not for a "human don't like automat...Jump to post
Do these constraints exist in real-world ops and pilots adhere to them? Yes, they are. Check side-by-side SIDs and STARs, or see the traffic on FR24. Arriving traffic is limited to 7000, while departures are 6000 limited. As these cross, and once those crossing points are cleared, you're allowed to...Jump to post
If you don’t have visual conditions you can’t circle. Exactly this. I was also taught, that at any time during circling you loose visual to runway, you break off the approach and go around. This is - as mentioned since the start - low, fast, and prone to mistakes. It's perfectly safe, but probably ...Jump to post
bigb wrote:I guess I was looking for optimal cruise not max being tucked in the coffin corner.
I find it hard that a A330 at Max Gross will make FL330 initially I could be wrong though. Usually FL310 is what I normally get on a max gross 747 doing a transpac with stepping up to FL330 after a few hours in flight. Depends on weight config - we know this concept of flex MTOW. However, there is ...Jump to post
kitplane01 wrote:What I don't know is if B747s cruise at or very near their Mach limit. How much lower than Mmo is a B747s cruise speed?
If you go too high, you will not have enough engine thrust to maintain the optimum indicated air speed and so you have to increase your AoA above the optimum value. But with larger engines you could maintain this optimum air speed higher up. With larger engines you can maintain the optimum IAS and ...Jump to post
You wrote "optimum altitude" and not "maximum altitude" but for recent technology jetliners flying to maximum range, that's just about the same thing because the thinner air lets you go faster for the same thrust. No, not really. Optimum altitude is an altitude where a given fra...Jump to post
Just to clarify not to confuse the terms. While a visual approach is not a standard instrument approach procedure it is conducted by an aircraft on an instrument flight plan. I believe your reference to "VFR" is not referring to a VFR flight plan, but an aircraft operating on an instrumen...Jump to post
yes we (ATC) can assign a visual approach as well as the pilot can request it as well, but the pilot has to report the airport in sight and/or the preceded aircraft if they will be following one closely. A bit different at my country. You cannot directly offer VFR as ATC, as it's pilots to ask and ...Jump to post
It’s about the same. I don’t know if the higher thrust engines of the GE9X add to the hot and high discussion Not at all, given thrust/weight ratio is more or less the same (more thrust compensates weight difference). I'd say slight edge for A-bus here, since it has a ready-to-go product with sligh...Jump to post
If you're saying a 747 with a bigger wing would likely have a higher maximum altitude (and lower top speed) I'll agree. But it is still the case that a 747 with more thrust could climb higher. Both right (assuming by speed you mean lower IAS, but Ma/TAS staying more or less same). But once you have...Jump to post
I've never read wing-load-limited in any aerodynamic textbook, and I don't think they do the math in those terms. They don't. It's the construct to give a hint . But since you want some... Two important moments in flight that affect cruise level: 1. Capability to do final climb is (or could be) bot...Jump to post
For less development cost the 747-8 could have used a bleed-air version of the normal GE-nx, with more thrust (74,100 vs 65,000). This would have added 1308 lbs of extra engine weight, plus some pylon reinforcement. [...] Would this have allowed the 747-8 to fly higher, and therefore save fuel? Not...Jump to post
As for costs, itll be substantially cheaper to operate than fuel-powered planes, Not quite sure about it. Yes, the energy cost per flight would probably be cheaper. I fully expect MX to be cheaper, as both electric engines and batteries are less complicated and easier to replace/upgrade. However, t...Jump to post
Yes, it does.
Little goodie found during googling:
https://wwwapps2.tc.gc.ca/saf-sec-sur/2 ... BD_500.pdf
There were plenty of single NDB approaches, no requirement for two beacons, but you’re correct in that two beacons, one near the airport could reduce the minimums. Lots eastern bloc countries used them, see Dubrovnik and USAF crash. In North America, we never saw two NDBs on approaches, just went t...Jump to post
Back in the days, there were navigating beacons called NDB (Non Directional Beacons). They were the first radio approach devices, ADF was used for approach. But since they were non directional, you've had to have two for an approach to be accurate enough, more expensive to maintain etc. Then, the VO...Jump to post
It's always a bad thing to consider engine's reliability based on own prejudices. Remember T1000 problems on 787? And, at the same time, TXWB doing records on IFSDs? How can a bad engine and a good engine be done next to each other? Yes, there were some teething issues on GTF. Still, PW took it's le...Jump to post
I don't immediately see how the MAX issues were positive speed stability issue. Reread, he never said MAX was not positive speed stability. He said it showed how much not having such stability could be bad thing. And sure, MAX is positive speed, but issues with human-machine interface made its pitc...Jump to post
The FAA allows flight crews to fly up to 12499' in unpressurized aircraft without supplemental oxygen, Sec. 135.89 Pilot requirements: Use of Oxygen. (a) Unpressurized aircraft. Each pilot of an unpressurized aircraft shall use oxygen continuously when flying— (1) At altitudes above 10,000 feet thr...Jump to post
10,000 feet is not the assumed maximum safe altitude for non-pressurized aircraft. Depends on context. On unpressurized aircraft, usually above 10.000 ft pilot needs to use oxygen, at least according to FAA (and I think it's also a consensus across the world). https://www.faa.gov/pilots/safety/pilo...Jump to post
About less than an hour ago I saw an plane flying at "relative low" altitude flying over Braunschweig Germany. According to flightradar24 it is a 777 VP-BJP from airline Nordwind flying from Paris to Moscow with 320kt at 9000ft. What the heck are they doing? What might be the reason for s...Jump to post
A heavy 787 will start at approximately FL330, not sure about the A350. 430 will only be reached by a fairly light 788 Right, my airline started with 788 and usually 380 as initial. Forgot it's not the case for 789/78J. 359 at MTOW goes straight to 370, IIRC. 430 is quite reachable - on HKG-HEL leg...Jump to post
I am not sure if the same pronounced effect exists with newer generation 787's or A 350's. 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, A...Jump to post
codc10 wrote:DAL is working to preferentially schedule its 3 (currently) higher gross weight 359s on the route.
It doesn’t matter what Vr is only GS matters. While I respect you reading from a book I have operational knowledge as a retired 787 Captain. Typical density altitude, temperature corrected for CPT would be around 7500ft for typical conditions when Delta departs (ISA+15, 5700ft pressure altitude). T...Jump to post
Two is the absolute minimum. Two engines, at least two systems of everything like hydraulics and generators. One pilot is not enough for an airliner. At least two are needed and often more than two are on duty for safety reasons. Not really. There used to be four engines, then three systems (in cas...Jump to post
Not saying you are wrong but I have to ask are you using Ground speed? Not really. It's all there on ACAPS. You can easily see where it reaches tire speed since from that moment longer runway does not increase TOW. The plane becomes tire speed limited. https://www.airbus.com/content/dam/corporate-t...Jump to post
On a hot day in DEN Iv been well below MTOW and right on Max tire speed. A350 would be on (standard) tire limit somewhere around 271t, going at ISA+15/8000ft altitude elevation. Tire limit is then hit, at around 4700m takeoff run. JNB rwy is 4400m long, 5700ft altitude, ISA+15 usually at time of de...Jump to post
That said, the problem with JNB isn't range, it's tire speed-- you'll likely exceed your tire rating before you get off the ground. Even the 772LRs faced that problem, which is why DL/Boeing/Goodyear worked together to get a custom build certified for high-altitude ops like JNB. Not really. Tire sp...Jump to post
Take a glimpse at KCLT (Charlotte, NC), at their peak hours. The line-up is massive. From Nation Guard C-17's to 777, A300, 737, A320, and the EMB-135/-145 and CRJ 700's Sure, but hopefully, it gets better. With progress on computer software, there will be more and more capacity-ahead planning on t...Jump to post
Usually there's also a small hint on signs and your FMC. FMC is able to show calculated takeoff run (in m/ft). On the signs, approaching the taxiway, you'll see runway available at this taxiway (I think that's TODA, but not completely sure). You can easily check if it's enough. And pilot will always...Jump to post
On an aircraft the size of the 77W it is very common for aircraft to have a few hundred kg difference in weight even if they were built right after each other. I'm curious - do you mean ones built to identical specifications? Yes, and true. It's a bit off topic, so I'll keep it short - I've seen B7...Jump to post
Will the A321XLR have enough range in TATL so won't have to make fuel stops on some westbound flights during the winter months with 757's ? Depends. You can always do (as an airline) whatever reduction/overperformance you think is reasonable ;) Having said that: With standard west wind component ba...Jump to post
To echo what atcdan wrote, anticipated separation in the U.S. certainly cuts down on radio transmissions particularly in a critical phase of flight when as a former tower controller I'd rather not be issuing a landing clearance as they approach the threshold. Just my opinion and it clearly works nu...Jump to post
N965UW wrote:It's easy to reduce MTOW on paper, but can earlier builds get a higher MTOW on paper as well?
Is the 280T variant the HGW variant? Probably not in the terms you consider HGW. A350 was built in batches. Current batch is using all improvements gathered so far, including 280T. Any A359 delivered nowadays is capable of 280T. Previous batches were built with different MTOW. First two (around 20 ...Jump to post
I’m booked on a Q400 in November from krk at 9:00am to waw connecting to lax on a 787-8 at 11:00am. I’m guessing there are lots of flights krk waw so I shouldn’t worry about making that connection. Or should I…? No need to worry. Plenty of EJets to deliver you there, if no Q400s avail. And if anyth...Jump to post
I am talking about 70% propulsion and 60% thermal, for a total of 40 or so. In a car? Phew. I do remember quite a buzz when Scania did an engine to achieve over 50%, some years ago. Generally, the thermal efficiency would be between 8-10% (naturally aspirated, old gas guzzlers) and 40+ % (diesels w...Jump to post
FlightGlobal is reporting that Airbus has formally listed highest-weight A350-1000 at 319t. Since it's a long seen tradition from Airbus, two questions for anyone interested. 1. Do you think more raise(s) of MTOW are in the pipeline? 2. What would be the limit? I'd say there's quite a big chance (n...Jump to post
It seems that this idea had some momentum, but not really being pursued. For other transports that use this kind of solution (hybrid cars, diesel-electric locos), there's a benefit of running high-low profile. You accelerate, then cruise with low to no power. This means you can adjust all electric ...Jump to post
Most is still old stock. Once you start talking small batch fabrication, it is not few bucks more, it is few hundreds more. It is few tenths, or few hundreds, depending on chip and sales. I've found new 8051 at 6 or 7 bucks a piece. When new, back in 80s they were at 4 bucks, I believe? As an examp...Jump to post
I cannot imagine Intel/Arm/etc will run a factory to make a few hundred chips .. a few hundred thousand would seem low to them. Most of chips are still available somewhere. A chip I ran first assembler on (8051, microcontroller back from 80s combining 8bit core, ROM and RAM, ports etc on one chip) ...Jump to post
Do lessors also swap engines based on time on wing? I do know owners do that to their own engines to avoid both: maintenance check on significant number of engines at one time, and balance wear&tear between different planes flying different routes. Aaaah, and they also match engines closing to m...Jump to post
Starlionblue wrote:- It's autothrust on Airbus, not authothrottles.
- It's thrust control, not throttle.
Impossible. What you refer to, is most likely just a thrust reduction managed by auto-throttle system. When speed is managed (and while in hold, there's usually constant speed requirement), during turns plane tends to move up/down a bit. And throttles will then adjust thrust to maintain speed as set...Jump to post
What is the plan for control outage? Yes, radar or ADS-B is well proven but there must be some plan for failure. What do you mean control outage? I guess all the plans to handle different failure scenarios, where ATC services are affected. Radar(s) not operational, fire at ATC rooms, power outage a...Jump to post
What is the plan for control outage? Yes, radar or ADS-B is well proven but there must be some plan for failure. I guess it depends on countries involved - Eurocontrol is a coordination/R&D organization, but does not influence individual countries (yet), so less than FAA. I talked about it a fe...Jump to post