Re: FE on B-747-100, DC-10 and L-1011

If you're a VC-10 buff, or just an "ops with FE" buff, there's a really interesting documentary about BOAC cadet and induction training around 1970 on YouTube. The initial sim conversion and base training bits are particularly good, starting around the 23-minute mark. There is definitely m...

Re: FE on B-747-100, DC-10 and L-1011

The three man 767 certainly had thrust levers ! Ahh Max, your posts always brighten my day. I'm sure you're joking, as I was referring to the FE having thrust levers, not the entire cockpit :lol: When did the navigator position end? I know some early 707's had them I believe. Trans Caribbean had na...

Re: FE on B-747-100, DC-10 and L-1011

Some pics of the 767 cockpit with FE panel. The one with the screen is Ansett I think. https://imgproc.airliners.net/photos/airliners/9/1/8/0238819.jpg https://imgproc.airliners.net/photos/airliners/9/2/9/0221929.jpg https://travelupdate.com/wp-content/uploads/2020/02/Ansett-Boeing-767-277-Flight-E...

Re: FE on B-747-100, DC-10 and L-1011

Some pics of the 767 cockpit with FE panel. The one with the screen is Ansett I think. https://imgproc.airliners.net/photos/airliners/9/1/8/0238819.jpg https://imgproc.airliners.net/photos/airliners/9/2/9/0221929.jpg https://travelupdate.com/wp-content/uploads/2020/02/Ansett-Boeing-767-277-Flight-En...

Re: 787 vs A330 Runway Performance/Requirements

Without knowing the TOGW, thrust settings being used, there’s little to make of it. You can’t compare dissimilar planes without knowing a lot of details. I'm totally aware of all that. If I watch tens of take offs from the same runway and half of them are heading to European destinations that are n...

Re: 787 vs A330 Runway Performance/Requirements

1. New Ishigaki/Miyako-Narita/Haneda ISG-HND with the A330 would be able to take maximum structural payload, can easily do a 2 hr flight off a 6000' runway Dear zeke, I am always impressed about the RWY performance of modern WB jets at low weight. With a light fuel load, you can essentially operate...

Re: Hawker siddeley trident wing

Sadly, any discussion of the Trident wing has to acknowledge the critical leading edge retractable droop element on the Trident 1s and that it was possible for flight crews to retract it prematurely with a catastrophic result. Trident 2s and 3s were produced with leading edge slats, plus other refi...

Re: Barrel or frame & panel construction?

I'm a total layman in this area but Boeing's method is possibly cheaper considering that the nominal price of a 787 is surprisingly low and equal to the official price of an A330neo (while being a more modern and more competitive aircraft). Where are you getting your figures from? For all companies...

Re: Question regarding the A350 and A380 MCDU

Thankfully, the hinged cover seems to keep pretty much all the crumbs and stuff off the keyboard. :) I can't seem to find any good images of the table with the cover in the "cover keyboard" position but it is a good snug fit and makes the table easy to wipe off. As more A350's come into s...

Re: Question regarding the A350 and A380 MCDU

Thankfully, the hinged cover seems to keep pretty much all the crumbs and stuff off the keyboard.

I can't seem to find any good images of the table with the cover in the "cover keyboard" position but it is a good snug fit and makes the table easy to wipe off.

Re: Question regarding the A350 and A380 MCDU

It’s probably a similar issue between sidesticks , but Is it easy for a right handed person to use the trackball/wheel with their left hand seated in the FO seat? I’m trying to figure out how you use the trackball and wheel. Are they used simultaneously or separately. It doesn’t seem to easily allo...

Re: Question regarding the A350 and A380 MCDU

You could say that on previous generations, the MCDU is a standalone "box", whilst on the A350 the cockpit systems are much more highly integrated. What was previously in the box is now all over the place. Hence why you need the KCCU to interface with all of it. On the A320 and the A330, t...

Re: concorde with more than 100 passenger?

AFAIK Concorde was planned for 144 pax in a nominal configuration. At least, that's the number I remember from coffee table books when I was a kid. Premium interiors limited this to 100. I can't imagine it would have been very different externally. Just a different interior. It's always like this. T...

Re: Flaps and aborted landings/go-arounds

I'm also guessing this can be a huge workload almost instantly in which a lot of things need to happen at the same time Yes, there are quite a few items that need to occur when executing a go around or missed approach--power and pitch, configuration changes, and call outs--but we train this procedu...

Re: Fictional scenario PC-24 emergency take off (novel related)

As Woodreau says, inertial alignment will be the bottleneck for any aircraft equipped with it. It takes 7-8 minutes at most latitudes. Those 7-8 minutes leave enough time to prepare everything else. Switches and pushbuttons arranged in an eye-pleasing manner, and I bet I could program the FM well e...

Re: Fictional scenario PC-24 emergency take off (novel related)

As Woodreau says, inertial alignment will be the bottleneck for any aircraft equipped with it. It takes 7-8 minutes at most latitudes. Those 7-8 minutes leave enough time to prepare everything else. Switches and pushbuttons arranged in an eye-pleasing manner, and I bet I could program the FM well en...

Re: Flaps and aborted landings/go-arounds

It is indeed.

The whole point of the "alt-go" procedure is to give us a "calmer" option compared to a standard go-around if we are above 1000 feet and not in a hurry. Level off. Take a breath. There's no rush. Everything set? Ok, "go around flaps".

Re: Landing at New Delhi airport

I sound stupid probably, but can’t the pilots do an airplane if they feel like the conditions necessitate it? They already have a lot on their minds during landing phase, so I don’t know. How does a pilot 'do an airplane'? Did you leave some information out? I'm sorry, I just don't follow the quest...

Re: Life as a Pilot

One sage piece of advice. Always respect your maintenance crew. Remember Maintenace and Quality are teh two departemtnst that ensure the airworthiness and safety of every single flight. Yes! And respect your cabin crew! They deal with the passengers so you don't have to. And if you're not nice to t...

Re: Landing at New Delhi airport

It is indeed quite hazy sometimes. However, the visuals in flight simulators, both for computer ones and full motion ones, tend to be a bit less than realistic when it comes to visibility. Haze can be a bit "on or off". In reality, if the RVR is 550m, for example, it isn't like you can't s...

Re: Flaps and aborted landings/go-arounds

I think the abandoned approach, or early missed approach can cause more issues than a late missed approach. I nearly saw a guy execute a go around at Heathrow while we were still above missed approach altitude. I’m not sure where he was going to, but it would have been chaos For an "alt-go&quo...

Re: Life as a Pilot

All, I’m also a teenager who’s a prospective pilot. I’m a sophomore in HS and I’m gonna start my PPL training soon after I turn 16 (because the flight school is waitlisted). I’m also gonna volunteer as a line boy if I can, while I’m waiting on the waitlist. I went to a summer camp at embry recently...

Re: Fictional Story Question: Considerations for operating a DC-3 Single Pilot

I'll start by saying that I've never flown a DC-3, but I think the same principles would apply as with any large-ish airplane of which I've flown a few. When everything is working, a competent pilot can fly just about anything solo - even a 747. Takeoffs and landings are definitely higher workload ...

Re: EV support vehicles at airports.

I can only speak for the airports where we operate, but EVs and EV chargers are becoming commonplace.

Re: Parallel Runway Ops

Source: I am a controller at LAX. We don’t have to apply SSDO, the runway centerlines are all far enough apart to not need it. To the OP’s question, we are not waiting for the arrival to land or be short final before we depart an aircraft off the parallel. We are waiting for appropriate IFR separat...

Re: Technical=Arithmetics question

10 statute miles up in the air is more like 52800 feet.

Hollywood isn't very good with technical accuracy. Story always wins.

Re: Jets gain weight? Really?

Video showing dust accumulation inside a 737NG: https://www.youtube.com/watch?v=6BH_xBL5RMw So all the hoopla about planes having HEPA filters to minimize the risk of airborne transmission during the peak of the Covid19 pandemic is untrue? I mean, the dust particles should have been captured by the...

Re: Airline route databases for uplink into FMS?

It's all done by dispatch. They use a flight planning system that presumably does a lot of the heavy lifting. Routes change daily not only for oceanic. Winds are a bit considerations. Uploading directly into the FMS or not, the flight plan is still generated by dispatch. Their workload doesn't reall...

Re: EWR displaced threshold

The runways were shorter back then. 4L/22R was built in 1970 and was only 7,000 feet when it was first constructed and 22R only started where Taxiway W is today. It only increased to its current length - 11,000 feet - in 2000 (the 4L end was lengthened in the early 90s). And quite interesting that ...

Re: Parallel Runway Ops

Caveat: I'm not ATC.

It think it is in case the landing plane goes around and potentially impinges on the departure path. Of course, the landing plane could initiate a go-around even after touchdown, but I guess that is less likely.

It isn't because of thrust or wake turbulence.

Re: Jets gain weight? Really?

Lots of pens dropped down out of sight by the rudder pedals. Ha yes. I was going to say... Also the pen holders in some planes don't have a "backplate", so if the pen falls through the holder it ends up behind the panel. True story... Lots of pens dropped down out of sight by the rudder p...

Re: 737 Max 9 performance

Just one point, airliners rarely have to lift max fuel for a max range trip. Look at it performance where it usually operates—legs less than 1500nm. This is a crucial point in the discussion. The real world very rarely involves "MTOW from a short runway at 1500ft elevation on a hot day". ...

Re: Autobrake question: MAX vs. RTO, and performance (and pax)

Just looking at that, NADP1 would probably be used.

Typically something like thrust reduction 1500ft, acceleration (and flap retraction) 3000ft.

Re: Autobrake question: MAX vs. RTO, and performance (and pax)

Not to go too far off topic, but since we had discussed LGB's draconian noise abatement policy, something didn't make sense. I took another look at it on the link I posted : Departure Attain as much altitude as possible before reaching residential areas. Use full length of runway when able. I don't...

Re: International flights arriving a day before

The key to understanding time zones is that at the same moment , different places on Earth have different times . This because the Earth spins once every 24 hours*. This means a given location faces the sun at noon every 24 hours. Since it is the datum for our time system, let's say it is noon in Gr...

Re: Fuel Planning Questions

“Normal cruise speed” is fairly nebulous—at flight levels, which cruise profile as various operators have many cruise Mach numbers, depending on the leg. GalaxyFlyer, I know your point is on showing how many different scenarios can occur and influence planned vs real. Having said that, the above is...

Re: Triple-Simultaneous Landings

when triple (or even side by side) parallel landings are in progress, are the aircraft required to literally be abeam of each other... When aircraft are landing parallel on the 28s at SFO, the tower would naturally like them to be abeam each other, allowing more time for departures off runways 1. B...

Re: Wing design and max altitude

All those factors play a part. Chord, span, profile including camber. In general, I would opine that aspect ratio is very important. A long, thin wing has a higher L/D ratio, all other things being equal. The U-2 Spy Plane is a good example. Its official service ceiling is 70000 feet. However, a hi...

Re: Autobrake question: MAX vs. RTO, and performance (and pax)

The landing distance is indeed calculated from the threshold. And since you're nominally at 50 feet at the threshold, the ground roll is shorter than the landing distance. The nominal aimpoint is at 1000 feet, and your actual touchdown point is a couple of hundred feet beyond that since you flare. ...

Re: Autobrake question: MAX vs. RTO, and performance (and pax)

Good information. So with that said, let's apply it to what TheSonntag said above -- How long is the landing roll distance of an A320/737 at max landing weight if you apply full MANUAL BREAKING and full thrust reversers? Not talking about the certification margins but the real distance? *Distance b...

Re: Wing design and max altitude

All those factors play a part. Chord, span, profile including camber. In general, I would opine that aspect ratio is very important. A long, thin wing has a higher L/D ratio, all other things being equal. The U-2 Spy Plane is a good example. Its official service ceiling is 70000 feet. However, a hig...

Re: Autobrake question: MAX vs. RTO, and performance (and pax)

Good information. So with that said, let's apply it to what TheSonntag said above -- How long is the landing roll distance of an A320/737 at max landing weight if you apply full MANUAL BREAKING and full thrust reversers? Not talking about the certification margins but the real distance? *Distance b...

Re: Autobrake question: MAX vs. RTO, and performance (and pax)

Full auto brakes aren’t no maximum braking capacity, so you would need to look at using manual braking. Then, dry runways landing distances do not use full reverse. Performance engineering might have the charts or computer app that calculates stopping distance from touchdown. Crews have landing dis...

Re: What is faster in baggage loading, bulk loaded or container loaded?

Very boring instructional video on main holds of A330. https://youtu.be/PuMo_rOp7k0 96x125in containers? I didn't know they existed. I thought two LD3 were used side by side. What airlines use these mega containers? I believe the "double LD3" is an LD6. I've seen them sometimes but not su...

Re: Autobrake question: MAX vs. RTO, and performance (and pax)

AndrewJM70 wrote:

Thanks very much for the answers. From my experience of flying in the Airbus as a passenger it is very good at stopping!

Re: Autobrake question: MAX vs. RTO, and performance (and pax)

I do warn the pax before landing in BUR/SNA that it’s not going to be a “smooth/greaser” landing. It’s definitely get the wheels down firmly, FO says “SPOILERS”, I respond “MANUAL BRAKES” and override the MED auto brakes immediately by applying the brakes with the rudder pedals while simultaneously...

Re: Flaps and aborted landings/go-arounds

As mentioned, you'd still climb on all engines. On one engine you might be sluggish, I think. That being said, we forgot to retract the gear once in the sim on a single engine go-around and she still climbed. the weight wasn't very high though. Landing flap in an engine out is very much dictated by ...

Re: Taking off without slats/flaps set; possible?

The 500 series its basically the same thing. We can take off flaps zero in normal conditions but you will really never see it True, you can also just generally use Flaps 0 for takeoff on the C525, but as practically all departures are noise-abatement, you never use it. Unless as said with Icing Flu...

Re: Fuel Planning Questions

Short answer: 1. Restrictions are accounted for in planning. 2. The expected SID and STAR are accounted for in planning. If the expected SID is a "radar departure", then that's what is accounted for. Long answer: I can only speak for my operator. SID and STAR are included in fuel planning....

Re: Differently-sized exit doors on narrowbodies vs. widebodies?

There are several types that have options as well. Couple examples: 1. Most DC-9s had a smaller R1, but a larger R1 was an option. 2. Boeing 720s, DC-9-10s, and A319 optionally had one or two overwings 3. A330/340 200/300 have the option of a small or big door 3. The tradeoff is weight vs max exit ...