It's interesting to see how people manage to fly something so big so close to another flying objects. Is it easier to refuel with boom, or drogue system?Jump to post
I hope this is not a stupid question. If I understand correctly, until now in case of engine out pilots keep fuel evenly balanced and trim with rudder and aileron. Why don'r anyone design fuel system as lateral trim in case of an engine out, so instead of adding drag from trim, fuel is utilized as t...Jump to post
I look forward to this thread more than any other. Thank you for posting! Well, now you can buy 77E with as little money as A320 or B738. I wonder will any airlines trying to spread its wings take this offer. It's interesting to see that A330 has stronger market potential than 77E or 744/748. Thank...Jump to post
I've heard some pilots at the receiver end prefer to offset it a bit left or right for smoother and easier flying. Is it true?Jump to post
My understanding is that 737 classic/NG/MAX have (will have) common type ratings for all variants. I might be wrong thoughJump to post
But the flying wing or BWB is far more aerodynamic than a cigar with wings. Exactly. Current military incarnations of the flying wing are a compromise between fuel efficiency, the need for stealth, and the ability to carry large payloads. A basic flying wing with no stealth requirements will always...Jump to post
AMQ is Ambon, I think Q is just the filler.
PEK makes little sense until you remember that Beijing used to be called Peking.
Mumbai (BOM) came from the old name, Bombay; like Kolkatta (CCU) came from Calcutta.
I don't know, I like RUH (Riyadh). It means 'spirit'.
What about Groningen (GRQ)? The GR I can understand, that stands for GRoningen. But where does the Q come from? Cause GRO is Girona, Spain; GRN is Gordon Municipal, USA; GRI is Central Nebraska, USA; GRG is Gardez, Pakistan; and GRE is Greenville Municipal, USA. So, there's not much option left. Wh...Jump to post
It seems like their would be a market for it. After all, they will eventually need new planes for London City to New York. A more efficient 318neo could make a host of new flights to financial centers viable. LON-ORD, LON-MKE, LON-HKG, LON-SIN could come to fruition. A 757max is the other option fo...Jump to post
And you need to design it so you can further refine it in the future, when the demand is there. It's a compromise. Likewise, 737 cockpit is a head-banger, but you need to keep it for commonality purpose. Behind those panels may come so many structural things that you cannot change, or too expensive ...Jump to post
Why do they need to? They must face competition from at least CRJ, ERJ, MRJ, COMAC, SuperJet, ATR, Q400. I agree, they finally realized that A318 and B736 isn't a sound business plan and someone else has better product suited for that niche, so they better focus on duopoly currently held on 120-220 ...Jump to post
Nice trip report! It must be fun to have an empty seat beside you.
They seemed to be very attentive too, which is a good thing.
And I like the cabin, not much bling bling, unlike that one gulf carrier.
How is it compared to another gulf carriers?
Well, now you can buy 77E with as little money as A320 or B738. I wonder will any airlines trying to spread its wings take this offer. It's interesting to see that A330 has stronger market potential than 77E or 744/748. Thank you for posting this data, it's always interesting. By the way, do you hav...Jump to post
I rarely seen that though I live in tropical country where everything is humid year long... does the relative humidity play a factor there?Jump to post
Will the first flight 739 become first operational 739? Are you talking about the first to enter service? Most likely not but will eventually be delivered to an airline after the test campaign is done and it has went through refurbishment. Yes, I'm talking about the first who enter service. Thanks ...Jump to post
Moving the engine closer to the wing is optimizing for weight over aerodynamics. This benefits climb and thus shorter missions. The cost is getting the laminar flow around the engines just right. Close to the wing mounted engines suffer more drag with dirt and dings, so the nacelle maintenance cost...Jump to post
So basically if the development cost went out of the roof (like what happened on 787), manufacturers are still hoping to make some good chunks of profit by their tech support and documentations?Jump to post
Fabo wrote:Fail op is an option on NG. Dunno about Max. It's quite rare though.
@benbeny: I don't think so. Icing is hit or miss, but winds tend to be quite calm in CAT III weather.
as usual, everything comes to a tradeoff. will people buy a plane with shorter height but heavier structure, or will people buy taller plane with better aerodynamics efficiency? anyway, boeing chose solved the hangar height problem of stratocruiser by making complex and heavy folding mechanism inste...Jump to post
It's amazing how late 60s design can still compete fiercely with a design from the new millennia... I'm wondering when will they kill that A300 design eventually? When Airbus has money to create another mid range widebody, perhaps?Jump to post
Didn't Breitling still offers excursion tour with their super connies? Breitling has DC-3 too (if that qualifies as company operating radials)...
I think some CL-215 is still on operation, they're turboprop version of CL-415, major firefighting plane worldwide and a descendant from PBY Catalina.
I think, although it is possible in flight less than 10' RA (idle reverse only), it makes your plane unsafe for go around (IIRC Boeing explicitly states that landing after thrust reverser deployment is mandatory) because if you have unlocked TR that is unlocked during go around that spells a big dis...Jump to post
Often the VOR or NDB were located next to the runway, they cannot be on the runway as you would hit it on takeoff or landing. It is the physical offset of the ground transmitter from the runway that results in a slightly offset final approach path, as the aircraft is tracking to the transmitter. So...Jump to post
There are actually three parts to the pressurization outflow on the DC-10. A deflector, the large butterfly valve, and a second thrust recovery jet valve. You might notice that on the MD-11, this has been reduced to a single outflow valve. This change was also incorporated in the MD-10 conversion f...Jump to post
A widely popular commercial single engine plane is An-2. How do the reliability records of An-2s with piston engines compare against An-2s with turbopropellers? difficult to tell. not many An-3 around ~35 ? ( versus 18,000 An-2 :-) Ah, the mighty R-1820, a design dated from 1920s and still in produ...Jump to post
I don't think that gonna happen. Just imagine how public perceives single engine for TATL. Although we have single engined fighters flying for decades with very high requirements (high G load, rapid acceleration/deceleration, high temperature margin), fighters tend to fly far less than commercial je...Jump to post
Well, if you can calculate deceleration speed for autobrake, you can calculate V1 pretty easily. Open up your takeoff-stop distance, subtract your 0-V1 distance, and you get V1-stop distance. Use Newtonian equation, and you got your deceleration rate. Assuming deceleration rate is constant across th...Jump to post
Very interesting opinions... Let me say this: why must new cars be equipped with airbags? Afterall, seatbelt is the main restraining tool and the individual risk of crashing somewhere is so low, you'll be unlikely to be involved in any fatal crash during your lifetime, besides there's always a chanc...Jump to post
http://i2.cdn.cnn.com/cnnnext/dam/assets/130619083542-07-twa-0619-horizontal-large-gallery.jpg In the case of TWA 800, they fished it out of the water and put it back together. Quite eerie I must admit, but absolutely incredible as well. IIRC used by NTSB for crash investigation training, right?Jump to post