I believe KLM were the first to do it. It's certainly helped easyJet dramatically reduce the number of inadvertent slide deployments. It's part of a wider procedure designed by a human factors expert. Disarming after the seatbelt sign is off is too late, and the call coming from the cabin crew defea...
Jump to postI just flew over. You could see the shard sticking up through the clouds. I think the fog will be there for another couple of hours probably.
Jump to postI believe the jet2 "geriatric fleet" (around 29-30 year old aircraft) is about to get much smaller. Many of the oldest are cycles limited and will be leaving the fleet very soon. It's not worth paying to extend the life of these older ladies. So I imagine the same applies to Titan.
Jump to postI knew about the 4 engine airbus', but I'm still surprised about taxying on 1 generator on the 330. It's quite rare in aviation to have no redundancy. But the A320 is well known for its electrical transients.
Jump to postWait? You taxy single engine with no APU? Not the A320??
Jump to postThe APU is required for engine start, even if a GPU is connected. The GPU doesn't provide any air pressure to start the engines. The norm for most big airlines and major types is to start engines during pushback using APU bleed air. Also, to disagree slightly with someone above. The APU is normally ...
Jump to postSingapore airlines were guilty of this back in the 90s. They would turn up at LHR requesting "fuel priority". Of course no such thing exists, and the airline found themselves in trouble for it. It's just bad planning.
Jump to postI didn't think there were any structural differences. Airlines just use lower weights on paper to avoid airway charges and landing fees.
Jump to postDifferent airlines will deal with it differently. But my airline has MSN specific QRH's, they contain the Airbus issued OEB's that are applicable to that airframe at that time. I think Airbus have kept them well standardised over the years. I don't think there is too much to worry about jumping from...
Jump to postA few more tweaks than that. Lots of flight control software changes. The larger LCD screens. The fuel system recently changed a bit. It can still do a 125m visibility takeoff, and 75m RVR landing. Making it as practical as necessary. I suppose airbus haven't felt the need for a new design because t...
Jump to postPilots are not notified if the wind goes out of limits, and air traffic control wouldn't know what those limits are. A wind vector is displayed above 100 knots. Rejecting takeoff for this reason is not within the standard Airbus FCOM reasons to stop, unless they were in a situation where they clearl...
Jump to postI think realistically, you have to have been a KLM cadet at the KLM flight academy these days. I believe the thought of taking an "outsider" is not on the agenda this century.
Jump to postAirbus also have tail strike protection available. It is an option, and not all airlines have it. Still, nothing is perfect. It is still possible to tail strike an A320 with tail strike protection, just a lot harder. I would say that people are more careful with both rotation on takeoff and flare on...
Jump to postBe careful over there, I once saw a movie about Australians fighting over "guzzeline". It was mad! On a more serious point, I've known of this to happen a few places across Europe. With so many nearby alternates, airlines can tanker inbound as much as possible. If they cannot take enough f...
Jump to postEasyJet and Ryanair are only 20 years ahead of you on this one!
Jump to postVery dangerous. Airbus allow no ice on top of the wings for takeoff, never mind a pile of snow on the wings!!
Jump to postCFM now recommend a 3 minute warm up. This ensures "correct purging of water on the wing section of the feed gallery of the side of the inoperative engine". So, all those years that we used a 2 minute warm up were dangerous apparently!!
Jump to postThey have over £1bn in the bank. Load factor up in the 90s. Certainly a lot healthier than many airlines out there across Europe.
Jump to postA friend of mine was the first officer on a dornier 328 (turboprop). They were performing a power back with a marshallers guidance. During the power back, the captain saw the edge of the paved area in the corner of his eye. He turned his head to the left to check it was ok, then looked forward again...
Jump to postThey've flown via T9, BEGAS to LASNO. Cheaper than flying through France, and not much longer. Also the winds on the day may make it even more economical.
Jump to postAny airline pilot would be able to calculate all of these. Just give them a computer with some take off performance software that is capable of adding all the factored margins.
Good luck!!
It depends on what the centre of gravity is for any given flight. If the aircraft already had a rearward C of G, and then some baggage shifted rearward, you could end up out of limits. Typically an A320s payload could be around 15 tonnes. So if a full 1.5 tonnes moved, I think you could say it's a s...
Jump to postSome people have quoted some big figures for the concordes range (over 4000nm). But in real life if you talk to some of the BA pilots, they will be able to tell you how tight it was on a regular basis to take a full load from LHR to JFK in a headwind. So it's practical range was closer to 3000nm. To...
Jump to postThe most successful water ditching of a jet was an A320 with its low engines!
Jump to postJust to be clear, spoileron does not refer to roll control spoilers. It refers to using the aielerons as spoilers. But I don't know why the NEO doesn't do it. In the past, no A320 did. It was a modification that came with ELAC (elevator aileron computer) 97 standard a few years ago. The smaller roun...
Jump to postI think another problem you might have on your short hop over the mountains, is that even with both enigines off, from cruising altitude the aircraft will be able to glide for maybe 100 nautical miles or so. With that in mind, if you had a dual engine failure, one of the first priorities would be to...
Jump to postIf you have no fuel, how would you start the APU??
Jump to postThey have anti skid. It's active above 20kts ground speed.
Jump to postAlthough, if it is a really short runway you can use maximum manual braking for any landing distance calculations. But in decent conditions auto brakes MED, max reverse and flaps full is usually good enough even for a 1600m runway in an A319/320
Jump to postMAX cannot be selected in flight. It is for the rejected take-off scenario only.
Jump to postI think your reply might be a bit late. The sunglasses in question have probably been left in the cockpit and lost 10 years ago.
Jump to postThe labelling of the lavatories is the same. Some aircraft will have LAV A at the front and LAV F at the back. People wonder what happened to B,C, D and E. they are just the other possible locations to have lavatories installed.
Jump to postThe engines don't shut down automatically. In fact in the "miracle on the Hudson" case, the engines continued to produce some thrust to the very end.
Jump to postMy airline has no restrictions for trampling "rigged/down" cables. But advises less than 40 kts for trampling "rigged/up" cables. (A320)
Jump to postI just wanted to add one of my favourite phrases to this. "Re-energise the boundary layer".
Thank you.
Just to answer back to a few points. The LDA on 01R in GCFV is 2406m, so really it's not not short and wouldn't require much braking effort from the crew. On the Ezy flight, no reverse is something that would be flagged up by flight data monitoring (unless the were both inop, which is unlikely). Are...
Jump to postThe ground spoiler logic was changed after a few similar worldwide incidents. The logic was changed for the "bounce" scenario. In one particular case, the aircraft touched down with the thrust levers still in the climb gate. It bounced, but the thrust levers were moved to idle within 2 sec...
Jump to postHi there. Actually the runway at GCFV is very long, it's just over 3000m. I'm surprised about your Ryanair flight, you'd expect to see the ground spoilers upon touchdown. Maybe there was some kind of fault there? As for your EasyJet flight, I'm pretty sure that they will have used "reverse idle...
Jump to postIt's not dependent on the age of the airframe. It depends on what ELAC (elevator aeileron computer) standard the aircraft has. Many airlines have by now upgraded their fleet to the ELAC97 standard. This does make the aeilerons act like the spoilers on touchdown. As for crosswinds, they do the same t...
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