These have been an acoustical feature for many years dating back to second generation jets.
Jump to postSo far, we have not been informed exactly what failed to result in this emergency escape hatch blowing out. It's not a plug in the sense of a fuselage plug or section. The -900 has these additional exits to accommodate the maximum passenger configuration the type is certified for. In the pictures, t...
Jump to postAll standard Metroliners had plenty of fuel capacity even for 2000 mile flight. The issue was weight and thus payload vs. range. Increases of gross weight were both structural and performance certifications.
Jump to postA filed flight plan, and ATC clearance, are essential for an Instrument Flight Rules flight. The route must be defined with published fixes, airways, and other elements. The prime reason for this is what will be expected in the event of lost communications. The rules stipulate how a flight will be c...
Jump to postWhile it is a crosscheck during a full ILS approach, you should note the profile view for something that is even more significant about 4.0DME on IBAN localizer. That is, this is a stepdown fix if doing a localizer only approach (GS out) procedure. After crossing 9.1 DME at 5900', descent continues ...
Jump to postFor many years, there was an ICAO standard departure profile that required V2+10 to 3000 feel above field elevation. Acceleration and flap retraction could not begin until above that height. At some airports around the world, Standard Instrument Departure procedures may require a 210 knot indicated ...
Jump to postG loads are G loads regardless of attitude. A turn in level flight will produce a G load in excess of 1.0. Transition from a constant descent to level flight can also produce a G load but the airframe will not differentiate between the two scenarios so there is no concern. I would doubt that you hav...
Jump to postWith regard to turbojet/turbofan airliners, experience has found that supercooled water droplets exist and can go from a liquid or vaporous to solid state upon striking a surface of the engine or airframe. In addition, the temperature of air drops as pressure drops and that is the case for moist air...
Jump to postYou just noticed this? They have been doing this for decades.
Jump to postYou did not specify the airport you had departed from. I've operated from Naha and the departure required climb only to 1000' until cleared by ATC. This is normal at that airport. There are other airports that have departures level at other levels (below 3000) for a segment often involving a turn. O...
Jump to postThere were many problems with crew communication and crew management that resulted in this accident becoming a teaching example. One of the many things that the F/E did incorrect was to mismanage the pressurization such that the airplane remained pressurized after landing. This made it impossible to...
Jump to postI recall flying cross country on Republic in a DC-9. The last leg was ONT-BUR. Pretty short. By contrast, I've also had several rides on a CRJ under America West from MEM to PHX. With winter headwinds it turned out to be about 4 hours block.
Jump to postEven though it was a short flight, they might have planned to "tanker" fuel for the next leg rather than refuel at that stop. But, as they did not burn as much fuel as they had planned, they were over maximum landing weight or maximum landing weight for the runway they were intending to la...
Jump to postIn the old days, equipment only had capacity for nine waypoints at a time. And, they had to be manually entereed: Lat/long. We would take the printed flight plan and number the waypoints 1-9, 1-9, and so on. As each waypoint was passed, it was crossed out and the time, fuel, etc was logged. When dow...
Jump to postThe classic also used 25 for landing.
Jump to postarcticcruiser wrote:The Fokker F-27 pneumatics were an endless source of problems in cold weather operations on the type.
Pneumatics are not used for any flight control system in the F-27 (Fokker, Fairchild, Fairchild-Hiller). Landing gear extension/retraction, brakes and nosewheel steering on some. Flaps are electric. All axis flight controls are conventional cables and pushrods.
Jump to postYou showed the limit speeds for the flaps. However, for each configuration, there is a minimum speed. Normally, you slow to near the minimum speed for the configuration and then extend high lift devices (flaps, leading edge slats or flaps) to allow slower flight. The minimum speed vs configuration i...
Jump to postSpeaking of the 747 classic, it had four hydraulic systems pressurized by four engine driven Hydraulic pumps that were backed up by four more pneumatically driven pumps. Each engine had a large capacity generator plus the APU had two generators. The APU could be started in flight although sometimes ...
Jump to postNot unusual for this time of year. I've been on that routing many times in many types of aircraft. Generally, that route is used to avoid high headwinds in a strong jetstream core. I would suggesting looking at the upper air wind charts for the same time frame. Also, compare to other aircraft crossi...
Jump to postUnlike the old 707 or 727, the gear horn will not sound when the flaps are up and the thrust levers are retarded to idle. But in the regime where you would normally need the gear extended, and they are not with the thrust levers retarded you would get a horn that you would want to cancel. Of course,...
Jump to postI operated some 747-200F with increased zero fuel weight that could land at 640k#. Approach was 164 without any wind adjustments. For the MD-11 I cannot give you a minimum speed since I cannot recall every flying them particularly light. However, I did operate DC-10s that were so light the approach ...
Jump to postOf course, in all aircraft it has to do with weight and the stall speed at that weight. Just a ballpark, the MD-11 at a high landing weight will have an approach speed of around 166 kts. The B747-200F could also be close to the same.
Jump to postI was flying them through the end of 1997
Jump to postIn any aircraft, the amount of thrust to maintain altitude, speed, or descent rate is related to the amount of drag present. You cannot just spool up an engine for the sake of spooling it up. Thrust output is related to engine RPM and fuel flow. If power is too low, descent rate will increase at a g...
Jump to postWhile this question, I'm sure, is a quest for information and knowledge, to answer it in a public forum could constitute a security risk for commercial operations. I would suggest to the site administrator that the replies be considered and filtered for potential sensitive information. I would not w...
Jump to postThe actions depend upon the model of 737 you are operating. Newer ones have autobrakes and autospoilers. Both will activate when the trust levers are retarded in a rejected takeoff. However, it is the pilots responsibility to follow up that the spoilers did deploy and that the aircraft is decelerati...
Jump to postYes they are panels and not metal. This is the area that all of the high pressure pneumatic lines run through. That high pressure and high temperature air needs to escape if there is a failure in the pipes so as not to cause structural damage to the wing. Should a duct fail, one or more of these pan...
Jump to postI’d love to see pilots raised on “glass” enter and fly an intersection hold with dual VORs. You are so correct. When I learned to fly, I had to do holding at intersections using a single VOR radio. Also had to use ADF. While we are at it, we had to be able to fly an arc based upon time between segm...
Jump to postYes, holding patterns are still used. However, some things have changed. You rarely will see a holding pattern flown as part of an instrument approach. A holding pattern might be part of the published procedure but would only be used when radar services are not available or in the rare case of commu...
Jump to postI think you're getting too far into the weeds. Remember, alternate fuel is a planning exercise. You cannot make assumptions based upon a pilot request for vectors or different routing during the flight. It also should be considered that failure of communications will result in flying a full approach...
Jump to postI've seen plenty of those poor things are local airports. How much money do you want to spend? A set of engines and props will start around 100k. How about log books? Don't have any? run away. Even if they gave this thing for $1, I don't think you can make it worth fair market value without putting ...
Jump to postThe short answer to the original question is aerodynamics, airfoil shape and type, leading and trailing edge lift devices. You get a rough idea of the angle of attack when you consider the attitude combined with the flight path. On a normal ILS, the flight path is -3 degrees.
Jump to postDo you mean the white arcs outside of the degree markings? Yes, that is easy. The indicator actually has two needles, one for the left and one for the right flap. As on all Boeings, the white arcs give the allowable difference between the left and right flap. If there is an asymmetry where the indic...
Jump to postI don't disagree with Aaron 747 but the sound in that video is also a result of the audio limitations of the camera used. It is not linear frequency response and enhances certain frequencies. The sound cannot be from an APU in a 727 because it is shutdown after engine start. It may not be operated i...
Jump to postA lot of valid answers here. I have flown for small outfits where every aircraft was different. Other operators started out with a standard fleet but then added more planes in different configurations. This was not just for small operations, but even large well known ones. For example, a particular ...
Jump to postThe MD-11 could turn a good landing into something else in a heartbeat. Too many factors to discuss in a forum. Other than KLM and World, they didn't stay with passenger operations very long.
Jump to postIt's all too real. However, this version of the clip has had frames removed so I can see why you might think it's not real. This was an airport surveillance camera which also is not the best resolution. Colleagues of mine perished in that and very close associates participated in the field investiga...
Jump to postIn the Boeing 727, for example, the angle of the wing when on all three legs of the landing gear, is a negative angle of attack. No matter how fast you go, it will never lift off unless the nose is raised. Normal pitch rotation rate is 3 degrees per second to a target initial pitch of 15 degrees. It...
Jump to postIt is also a possibility that there was a malfunction. Although the landing gear all look normal, there could be a logic switch that indicates to the system that one or more gear either are in an "on the ground" condition or that they are not properly tilted for retraction. It is quite unl...
Jump to postI recall a TV program that involved an interview of American flight 96, who landed his crippled DC-10 at DTW. His insight into the design of the DC-10 was fascinating: he found it to be as close to a fighter jet as a passenger plane could have been, being very much a product of the McDonnell Aircra...
Jump to postThe answer to this is it depends upon the specific aircraft model and which surfaces.
Jump to postMost aircraft have centerwing tanks. They may be main tanks or auxiliary tanks. Your concern about the location of that fuel and the remote possibility of a belly landing are overblown. The structure of the wing spar carrythrough is about the strongest part of the aircraft. A full gear up landing in...
Jump to postOnly 30 were built and I am pretty certain that all had the JT-8d-7 14,000 # thrust powerplants. As to could you install more powerfull variants? Perhaps but what would be the point. The fuel capacity, certified weights and such would be too limiting to take advantage of more thrust. I will look dee...
Jump to postNot only does the landing aircraft turn into a 707, but these guys fly with their hats on through the whole trip. You only saw that in promo films and stills. There are a couple of quick cuts of the 880 on short approach to LAX.
Jump to postMost modern, and all large planes, have artificial feel. Control forces are also mandated in FAR Part 21 standards. However, older planes and particularly general aviation types, have different or no such standards. From my experience, the humble Piper Apache had the highest rudder force required wi...
Jump to postIn the Boeing 727, the "B" hydraulic system had lockout valves in the brake system so that a burst brake line to any single brake would not disable all of the brakes. However, the fix in the DC-10 was really a band aid and only provided a limited salvage of flight control with a leak/loss ...
Jump to postThat is a maximum weight balanced field takeoff. I've done plenty like that in the 727-200, DC-8-63 and others. I will not repeat them here, but look at the performance requirements for a transport aircraft and in particular what is expected if an engine fails after V-1.
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