Electric drive would be great for tugs. Max. torque at 0rpm, heavy batteries provide grip, braking energy fed back into the batteries.
The environmental benefit comes on top.
Dear all, I once tried to find out if there was any "Dassault Mercure genes" to be found in the A320 genealogy. I researched the fuselage diameter and found different values for the A320 (3,95m / 13ft) and the Mercure (3,89m / 12ft10in), which is an indication of unrelated designs. With re...Jump to post
Obviously I am not a pilot. Nevertheless, I have analyzed some A321LR flights, specially the long range flights Air Portugal operates, and I have noticed that the flight level is usually below FL340. Is it possible to say that the A321 LR or the future XLR is not able to climb to a higher altitude ...Jump to post
Dear all, I would also agree with the consensus that as a PAX we should report any relevant observations to the FA as appropriate. Once on a flight with Austrian on a F100, I looked out of the window during a night time approach to VIE and observed an object - likely a bird - hitting or almost hitti...Jump to post
Dear all, This thread is a highly interesting read for me, thanks to all contributors. I have the impression that the debate over the origin of lift generation through pressure differential or flow deflection is somehow similar to the debate over the the particle or wave nature of light. It's a dual...Jump to post
Dear dennys, TLV-JNB is shy of 3'500nm according to gcmap. http://www.gcmap.com/mapui?P=tlv-jnb&MS=wls&DU=nm Wikipedia states the range of the 720B at 3'200nm. https://en.wikipedia.org/wiki/Boeing_720#Specifications This would make me believe that a 720B would struggle a lot to cover this di...Jump to post
https://twitter.com/Tobias_Gudat/status/1472970559189397507?t=tYACw9-Y_4GPhQnciBN7mg&s=19 If I am not mistaken, I see a double slotted inboard flap on the picture. Wasn't it told publicly that the XLR would receive a flap upgrade in the form of an evolved single-slot design? Kind regards, HendricJump to post
The DC-8-63 entered service in July 1967. KLM was the initial operator. Not sure what their initial passenger capacity was, but it was more than 189. The CL-44D has entered service at Loftleiðir in may 1964, so it may indeed have been the biggest airliner over the Atlantic Ocean for just over 3 yea...Jump to post
Fun fact: at one time shortly before the arrival of the 747, the Canadair CL-44 was the highest capacity aircraft flying over the Atlantic ocean. These had 189 seats.Jump to post
Most likely, cabin crew would evacuate the incapacitated pilot towards the forward galley.
It's much more convenient to start the treatment there, instead of inside the cramped cockpit, where an additional person might inadvertently touch a control or a switch.
(Edit: initial post asking about the possibility to use 123.45 for off-topic chat replaced by additional info) I wondered whether VHF 123.45 could be used for "off-topic" conversations between pilots. The answer is NO, except - with reservations - in oceanic space far from VHF ground stati...Jump to post
Talking about thrust reversers on a DC-10 or MD-11, would nr. 2 also be subject for retraction below 80/60kn like on most wing-engined aircraft?
I understand that the speed limit is there to avoid FOD ingestion, but this should not be an issue on the engine some 10m (?) above ground?
Dear a.netters, I wonder how much pilots of commercial aircraft will use the rudder at all. My assumption is that manual input on the pedals is required only during takeoff in crosswind, during flare or just at touchdown to align the aircraft to the runway (x-wind scenario again), and finally to kee...Jump to post
It really isn't all engine. The A350 wing is much more efficient than the A330/A340. The cruising altitude and speed of the A350 are quite different compared to the A340. Several thousand feet higher initial altitude. M0.85 compared to M0.81-0.82 doesn't sound like much but over medium and long hau...Jump to post
I'd be curious how much of the efficiency of the A350 over the A330 (and over the B747) comes from a lighter structure. The A350-900 has an OEW of 115,7t, whereas the A330-300 has 122t (Wikipedia). However, the A350 carries about 10% more people at similar layout. The OEW difference itself will res...Jump to post
Let's look at the cost: Jet A1 fuel currently costs approx 0,64€/kg and contains about 12kWh/kg. The cost per kWh is therefore about 5,34ct/kWh Electricity for industrial scale users currently sells around 6-7ct/kWh. Now assuming an overall efficiency of a modern turbofan engine of 40% and the one o...Jump to post
Would it be possible to show a picture?
I am sure there is someone in the forum who knows the answer!
Indeed. Even in an emergency descent, the pitch angle is not very steep. I can't remember exactly but my impression is that you don't exceed around negative ten degrees. Dear SB, This sounds absolutely logical. Assuming an emergency descent rate of 8'000fpm, this is a vertical speed of approx. 40m/...Jump to post
One example from Austria: The connection between Linz and Vienna was dropped after the high speed rail connection was opened a few years ago.
It's likely that in a few years from now, also Salzburg-VIE and Graz-VIE will shift towards HSR connection.
I would say no as well.
A 358 would find itself in the same black hole of the market like the 319-NEO. As other said, there are plenty of offerings that cover this market segment in the form of the 359 and 330 NEO.
I would be interested to know what you think Airbus should do next in the WB segment?
By design, Airbus aircraft are very similar in cockpit and procedures. From the example above, the A330 and A340 are pretty much the same aircraft type. The A350 is a bit different but certainly close enough for a common rating. (...) Dear Starlionblue, I would think that the 340 requires a bit mor...Jump to post
As long as patents don't get into the way...Jump to post
Adding further speculation:
Could they be markings for sensors that detect the presence of an airplane?
Pan Am’s 707-121 turbojets never flew LAP-IDL nonstop. The outbound leg out of New York stopped in Gander and the return to the United States stopped in Keflavik. Not occasional stops, daily scheduled stops. And American Airlines’ 707-123 turbojets even made occasional stops for fuel operating IDL-...Jump to post
Dear all, Sorry to have unintentionally opened a can of worms here. :-) My remark about the whole fleet of UA being capable to fly LHR-BOS did not imply that UA should start flying narrowbodies on that route, or that all NBs are actually ETOPS certified, or that it would make economic sense to use 7...Jump to post
Highly interesting topic indeed! To contrast with the complexity of the 777 spoiler system, here is the observed control logic in the Fokker 70/100: When weight on wheels: all spoilers up. No speed brake or aileron augmentation functions to my knowledge. There is a speed brake in the tail cone though.Jump to post
I can report this exact same behaviour on the Fokker 70/100. Every change in engine power was accompanied by a clearly noticeable change in air flow into the cabin.
Fortunately, this did not affect the cabin pressure level, so my ears did not complain about it.
Dear all, This is a highly interesting read even though I am not an aviation professional. One side question arises: What happens if you are doing maintenance on a big jet and you happen to get "stuck" - like a system not behaving as expected, or a maintenance manual that gives unclear ins...Jump to post
I joined this forum to have a question answered, I don't have any aviation knowledge but was on the golf course that day and was about 100 yards from impact. Let me start by stating I noticed the sound was lower that the rest of the jets that day, I turned to locate the jet and then heard the sound...Jump to post
Also, not exactly a "scheduled" (as in "regularly operated") flight, but Austrian flew a 777-200ER from Vienna to Sydney for Covid repatriations. Close to 18h, a remarkable endurance for a 777E! https://www.flugrevue.de/zivil/nonstop-wien-sydney-laengster-flug-in-der-geschichte-v...Jump to post
Maybe a look into the past would reveal some extraordinary long flights performed by DC-7C or Lockheed L-1649 Starliners? From the data I have available, they flew at roughly 500km/h with an autonomy of roughly 9000km, theoretically resulting in 18h flights. I would be grateful if someone with bette...Jump to post
Your wish came true, three class confguration is confirmed, but actual layout is unknown. They will roll out new Business Class, Premium Economy Class and Economy Class. Confirmed in Airbus press release today. https://www.airbus.com/newsroom/press-releases/en/2021/07/condor-selects-airbus-a330neo-...Jump to post
While I can't answer based on hard facts, my bet would be on shorter range aircraft, as these will lose less weight in-flight. I would not be surprised if an ATR 42 could reach FL250 after taking off at MTOW. Also, the shortest aircraft of a family sharing the same wing, e. g. A318, B736... might be...Jump to post
SAAFNAV wrote:But it keeps you busy on long flights. We had some engineers who'd get creative with their questions with new F/E's, and you'd better know which parts on the C-130 was made of wood.
Dear a.netters, I am reading with great pleasure and interest the technical topics that are discussed in particular in this sub-forum and it appears that we've got a number of contributors who seem to know even the tiniest details about specific aircraft systems, parts, procedures etc. Many of them ...Jump to post
I don't know the A320 but if memory serves, on the A330 it's about 800kg per hour per engine at ground idle. So in total about 27kg per minute.
Hello Vladex, Challenge accepted. :-) I take the following starting point: conventional airplanes burn approximately 1/30th of their current weight per hour - as an example an A320 would burn about 2.5t per hour at an assumed weight of 75t. Assuming an energy density of 12kWh per kg of kerosene, the...Jump to post