To expand on "messing with the fuel load", we're not always trying to find every last kg. Shaving off some taxi fuel is only something we might consider if we are close to the limit. In the majority of cases, we calculate the final fuel based on the final weight and check that we are withi...Jump to post
There are several possibilities before you remove paylod. - If possible, ask for a more favourable runway. - Be very precise with the takeoff wind calculations. - If possible, wait until the temperature decreases. Even one degree can make a difference. - If possible, shift the CG to a more optimal p...Jump to post
Never understood why this is a concern, our policy was all exterior lights on when on the runway and strobe lights on when cleared for take off for maximum visibility and other traffic’s awareness There’s a minority opinion that activating the wingtip strobes on the ground will ‘blind’ other pilots...Jump to post
As discussed above, there are thrust limitations in the installation itself. These cannot be overridden by the pilots. We simply get up to the maximum "installed". We typically use reduced thrust (that is, less than the "installed" max thrust) to reduce engine wear. Mostly this i...Jump to post
All the stuff down there is quite rugged and bolted down or strapped down neatly. The innards of modern instruments aren't really that sensitive. They're solid state so nothing to shake loose really. Not even gyros have moving parts nowadays. For that matter, older instruments which do have moving b...Jump to post
In our case, the thrust reduction and acceleration altitudes are typically both 1500ft AAL. Nose down. Reduce thrust to the CLB detent. Accelerate and clean up. Maintain green dot (max L/D ratio until 3000ft. Basically NADP2. Some airports have different procedures, which require variation of thrust...Jump to post
1925902,1491699 I don't know how to do that. The airliners.net photo numbers showing the two different types of flap track fairing on the MD-11 are #1925902 and #1491699 if that helps. If you click "Full Editor and Preview" you get the buttons "PhotoID", "TwoID" and &q...Jump to post
You can post as many airliners.net pictures as you like. Here's a search for MD-11 wing.
https://www.airliners.net/search?aircra ... lay=detail
Or just keeping holding it off before the mains have even touched... ;) https://youtu.be/7GpY8HCVlEs Another angle (caution, this one has NSFW commentary) https://youtu.be/dWJwnIxiAyc I'm curious as to what happened here. Ground shy? At least they finally got the nose down in a rather positive manne...Jump to post
The person with a medical issue him/herself is typically a non-issue when it comes to immigration. A solution will be found. For the rest of the pax, of whom a number might not have permission to enter, the best is a "fuel and go" if possible within duty limits. Otherwise pax and crew migh...Jump to post
flyingturtle wrote:..and the nose is lowered a few seconds before elevator authority is lost?
mrcoffee wrote:I remember once in the early 90's getting deiced on the MD80 redeye to STL. From Phoenix. (And no, it wasn't the middle of winter.)
The 757 has a nasty characteristic of the nosewheel slamming down very abruptly if you don’t watch for it, in the past this has caused significant aircraft damage and even caused airframe write offs You need to pay extra attention and take extra care to deliberately and smoothly lower the nosewheel...Jump to post
As the aircraft levels off at an altitude, it transitions from climbing to level. This means a slight decrease in G force acting on your body. The pitch change increases the effect.
An analogue would be going over the top of a hill with a pointy crest in a car.
GalaxyFlyer wrote:Starlionblue wrote:CosmicCruiser wrote:you can always just lower the nose as you reduce power
That's what the FD tends to tell you to do anyway.
I certainly hope a competent pilot wouldn’t need a FD to know that!
In 2005 there was an incident at MSP with a NW DC9. The DC9 landed and had a failure of its right hydraulic system. The pilots mistakenly believed it was a pressure indication problem. They proceeded to taxi to the terminal using their company’s single engine taxi policy. They shut down the left en...Jump to post
As stated by 737maxxx, that was a visual approach, not circling. A circling approach implies flying the approach for another runway (in this case the reciprocal one) and then manoeuvring visually to position for the runway in use. Circling approaches used to be more common, but many companies don't...Jump to post
It's a life jacket. Most likely they come from the lowest bidder at the time of purchase.
One might think that clip is more expensive but it's the total cost of the unit that counts. At a guess, in some cases, clip style fastener jackets may be cheaper, depending on supply chain vagaries.
At my operator, it is convention to lower gear first, wait until it has stopped transiting, then call flaps 3. However, there's no limitation on doing them together. On the A330, slats are powered by blue + green systems, whilst flaps are powered by green + yellow systems. If you lose a system, the ...Jump to post
Sorta. It depends on whether you are above or below auto-retract speed. The flap movement speeds on takeoff and approach are normally a bit different, so in effect it makes a difference whether you are approaching or departing. For example, you might not retract to clean until 230 knots when depart...Jump to post
Vortex generators aren't necessarily band-aids. They can just be a simpler and cheaper way of achieving the design objective.
Or, such as on the Beech 1900, they are due to a change in the airframe well beyond what the initial designers anticipated.
Is it really that difficult to disengage an engine after landing and taxi to the gate with just one engine producing power ? Yes, there may be an exceptional circumstance on a particular flight but I don't know of any company that likes its employees wasting money It's easy to switch an engine off ...Jump to post
fr8mech wrote:Starlionblue wrote:Apart from the pilots.
The yoke actuator and the short between the headset are a problem that transcends aircraft type.
Question For the Mechanics: Which Commercial Aircraft Have Been Easiest and Most Difficult For You to Work On?
Apart from the pilots.
This is slightly off-topic, but on the bus if you put the flap lever in 1, the actual position of the flaps and slats depends on if the airplane thinks you're taking off or landing? Sorta. It depends on whether you are above or below auto-retract speed. The flap movement speeds on takeoff and appro...Jump to post
SOP dictates going through the steps. Also, flap levers have gates so you can't move directly from some settings to others. You don't always pass through all the stages. For example, on the A330 and A350, you retract from three to one on takeoff and go around. Also, if you're at Flaps One on takeoff...Jump to post
The A330 and A350 are fine, with quite consistent temperature. The A350 seems a bit more efficient on the cooling front. Since we fly both, many guys seem to set the knob at the same setting as the A330, often resulting in a bit of a chill. There are plenty of adjustable air vents, including a gaspe...Jump to post
Thanks for all the replys. Begs the question why engine idle speeds can't be reduced to lower minimums. Because the engines would stop if the mass flow was much lower than idle. As CRJockey says, it isn't really a problem in the real world. Unless you're in a crowded area or about to turn, you just...Jump to post
I wasn't thinking about lift from a slight breeze changing the weight on the scales. Thanks for pointing that out! It’s not so much about the wind causing lift (weight reduction) as that’s pretty immaterial. What it does do is create eccentric loading. Take a scale outside and hold a large piece of...Jump to post
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. Same engineers did not like it as much if you'd ask them technical stuff about the FMS or navigation :bouncy: Let's n...Jump to post
Why can't scales be installed at the gates? I would think that a pad for each gear strut would be well within the technological limitations in 2021. Then, everything can be based on an exact weight. That or a scale that each passenger walks over with their carry on items. They can get the checked b...Jump to post
I think it would probably easier to find someone to marry and gain citizenship to gain employment than to find an air carrier that sponsors for an H-1b visa. Green card lottery is another very viable alternative. Odds should be pretty good as i cant imagine lots of canadians apply for that. Canadia...Jump to post
Bear in mind the 777 is a quarter-century older basic design. The A350 has superior performance. The same is true of the 737, yet it also has something like 5,000 frames on order vs. the newer A320. The 737MAX has new engines and a bunch of other improvements. The 777 does not, until the 777X enter...Jump to post
I'll stand up for the roll-a-board and say as a airline passenger with almost two million miles under my belt I've never had my roll-a-board gate checked except on smaller RJ's, but you have to expect to happen as there is simply no overhead it will fit into. I remember flying Virgin Atlantic in th...Jump to post
On modern airliners, flap track fairings are important for area ruling. If they only had to contain the flap tracks, they'd be much smaller. On widebodies, Airbus has an unbroken flap line, while Boeing has a high-speed aileron far inboard. There are pros and cons to both configurations, mostly havi...Jump to post
It's like the updated sharklets on the A350. It has no material effect on how we operate the aircraft, so it isn't really an important piece of knowledge. I never knew that Airbus updated the Sharklets on the A350. How do the new Sharklets differ from the first A350 to enter service? Do they apprec...Jump to post
This topic makes me think of a discussion here on a.net from maybe 10/15 years ago when, I think it was AA, updated the flap mechanism of their MD-80s to decrease drag. I was surprised that the pilots of the fleet were not aware of the change nor seemed to even noticed it happened. It's like the up...Jump to post
Packing light is a skill that takes practice. I pack light whichever bag I bring. I could pack a duffle bag but the wheelie spinner is just more comfortable. I can still easily lift it with one hand. The only time I need something bigger than a carry-on is for snowboarding trips. I do take your poin...Jump to post
There's also 91.17.a.2 which states "under the influence." So if you're >8 hours and <.04 but still feel like garbage, they count that. https://www.law.cornell.edu/cfr/text/14/91.17 Precisely. The overriding concern isn't the precise number of hours from the last drink, but your fitness t...Jump to post
So have the weights actually increased? Passengers have got fatter over the pandemic? Or is this purely the extra weight of the extra fuel that's required to be loaded based on the passenger weights, if so then can it really have that much impact tankering a bit of extra fuel? Even the 50seat plane...Jump to post
Was it a full load of pax? Maybe there wasn't enough room on board and the gate agent did indeed choose bags at random. Yes, 100% full. I am trying to find out why my suitcase got chosen, as others didn't. Hoping to avoid check in next time. ;-) Was your suitcase the maximum carry-on size? And did ...Jump to post
Apart from the military, there typically aren't any more requirements than "can reach the controls". A short person might have enough reach, or not, depending on individual physique. At the airlines, if there are any doubts they make you do a "reach test" during the interview pro...Jump to post
I suppose I did know that about the engine-driven pumps, but what about the electric pumps? Sounds like I need to add some more questions to the OTE database for you. The two EMPs are on the keel beam in the MLG, the yellow in the front and green in the rear. Technically there is an additional one ...Jump to post
zeke wrote:Starlionblue wrote:I couldn't tell you exactly where they are located in the airframe.
They are not in the airframe, they are attached to the engine.
But - is this type of in-depth knowledge typical for a professional airline pilot? Of course, a certain knowledge is required to obtain the license & type rating, but would this required knowledge include these highly specialized topics? Or are the contributors in here just tech nuts like me wh...Jump to post
Hello Guys, Anyone can share with us what is the impact of a lightning strike on airplanes ? Just viewed this video and that was so impressive ! We can see a Boeing 777 of Air France having a lightning on final approach https://www.youtube.com/watch?v=jg8oCZw3Uyc Any inspections to be done ? Thanks...Jump to post