jakubz wrote:Unfortunately, it looks like the English side of the site is... somewhere between incomplete and incomprehensible.
BravoOne wrote:Google the FAA Flight Navigator Handbook for the how do it stuff. Keep it beside for easy reading:)
Great stuff, gentlemen! The website was a great read, I will look into Lindbergh’s book too. I do have a general idea how it worked, but I’m more interested in actual techniques/methods used. Even got myself a sextant recently!Jump to post
Fascinating discussion! Having myself started flying in the FMS/GPS age, I have always wondered how Long Range Nav was done back in the day...
Do you guys happen to know any good websites/books/SOP of how it was done in practice?
No one forces you. Flying is optionalJump to post
I’ve seen some variation between operators, but they are usually in a similar ballpark - ie. 1000 or 1200 ft/min for vs, 10 or 15 kt for speed etc.Jump to post
My experience is that it varies a lot from one system to another. I worked with one EFB program that was really good and easy to use. You could make your own notes, and it was easy, fast and intuitive to use and search for information. On the other hand, I have also worked with EFB software that wa...Jump to post
In my last two airlines there is/was no crew room/dispatch office even at the home base. You get your flight plan vie e-mail onto your iPad 2-3 hrs before departue and the original paper version will be delivered to the plane by the ground staff. I must say, however, that I don’t like this arrangem...Jump to post
In my last two airlines there is/was no crew room/dispatch office even at the home base. You get your flight plan vie e-mail onto your iPad 2-3 hrs before departue and the original paper version will be delivered to the plane by the ground staff. I must say, however, that I don’t like this arrangeme...Jump to post
My previous airline had no issues with that - it was commonly accepted. On a Melbourne layover, I once took a passenger ship to Tasmania. On Europe layovers it was not uncommon to fly home for a day, 2-3 countries away. Having said that, you always had to have a plan B. Not showing up for the return...Jump to post
Haven’t heard of anyone killed/injured this way - however, the problem is not new. When landing at Tokyo Narita on RWYs 34L/R, there is a requirement to extend the landing gear before crossing the coastline, to avoid dropping ice on built up areas. On approach to rwys 16L/R, there’s no such requirem...Jump to post
In my previous company, we had two MTOWs for the same A330, depending on the airports we operated to. Higher weight for long haul flights, lower weight for regional ops. No maintenance action was requided, just a list of airports in the OM, where our MTOW was declared to be lower.Jump to post
P.S. Gcmap data is not accurate. Eg. for the A330, they give an average diversion speed of 402 Kt, whereas two operators I have flown for used 416 and 430 kt respectively for ETOPS Flight planning. Bottom line - 400-415 kt can be used for any medium, or heavy jet. Also, Gcmap data is not accurate en...Jump to post
As others above said, the operator can actually choose a speed schedule for engine-out operations. The max diversion distance, as well as fuel requirmemnts will depend on the chosen speed schedule. The highest possible diversion distance for both non-ETOPS and ETOPS flights will be possible if assum...Jump to post
What the computer normally spits out is: - whether you can take off with entered t/o mass, or not - what is the max mass you can use on particular day - associated V-speeds, configuration and t/o thrust setting. The actual take off distance, if displayed, is just auxiliary information. The runway le...Jump to post
Other thread suggested the load was limited to approx 150 pax, so there was a significant payload reduction. A 321 NEO LR could probably take another 20-30, due to its higher MTOW. I think this offers good a glimpse of the prospective capabilities of the NEO LR. Airbus’s claim of 200PAX@4000NM woul...Jump to post
Other thread suggested the load was limited to approx 150 pax, so there was a significant payload reduction. A 321 NEO LR could probably take another 20-30, due to its higher MTOW. I think this offers good a glimpse of the prospective capabilities of the NEO LR. Airbus’s claim of 200PAX@4000NM would...Jump to post
Those wings look loong!Jump to post
Found the following statement on the Flylevel website:
“LEVEL is an IAG trademark. Flights sold under the LEVEL name are operated by Iberia and OpenSkies and are subject to their conditions of carriage.”
It kinda confirms that ORY flights will be operated under Open Skies AOC
The A35K was in KEF a month or two ago. It wasn’t windy then, though, so I don’t know what they were testing. Special cargo handling procedures: https://www.joc.com/sites/default/files/field_feature_image/frozen%20fish.jpg Believe it, or not - a few days ago I hauled almost 15 tons of fish from Ice...Jump to post
Does anybody know what is the current x-wind limit? Crosswind is not an aircraft limit (except for LVO), FCOM will indicate the maximum demonstrated. Yeah Zeke, I know this, been flying airplanes for more than 20 years... I didn’t ask for explanation of AFM crosswind limits, but the current state o...Jump to post
Some reports saying that crosswind landing limits have yet to be determined as suitable conditions/airports are still being searched for..... Crosswind, hot opperations, and cold opperations routinely have their opperating envelope expanded after EIS. Lightsaber Perhaps I see one of the birds soon ...Jump to post
I’d say it’s more of the author’s guess, than WOW’s plan. I don’t say they are not considering India, but if you read the article carefully, it says Skúli doesn’t hint anything, but the author had a look at the globe and figured out that Iceland lies on route between east coast US and India - no shi...Jump to post
On a pilot job site, I saw an ad - Brussels Airlines is looking for A340 pilots based in DUS. Anyone know what kind of operations is that? I am aware that SN is supposed to take over some of AB A330 routes and planes - but A340?! What do they plan to do with it?
That is a bit of a "gotcha" with respect to long, domestic flights. In theory an enroute alternate need not be available nor above minima. Take, for example, a flight from St. John's, Newfoundland to Vancouver, British Columbia. It is scheduled at around 7 hours and the aircraft flying it...Jump to post
Hi Longhauler, that’s an interesting incident.
Across the Atlantic there should be an airport available within 120min from pretty much anywhere - how long did the A/C fly with fuel stuck in the TT and how problematic has it become?
Is there any report available for this incident?
LuxuryTravelled wrote:What if Wizz has gained some early 321neo slots which would make this happen, just not announced yet??
so it deploys flap to maintain the Center of Gravity within the limits. How can flaps alter the CoG? The whole point is to optimize the relative position of CoG vs the Centre of Pressure (i.e. where Lift force is located on the wing). A330 does that by pumping fuel back and forth to move the CoG In...Jump to post
I see wild theories like A330s, stopovers in exotic airports etc.
Hasn't it yet occurred to anyone that W6 might have gotten an earlier slot for one, or two A321NEO's? Being an important Airbus customer, that could be quite easy thing to negotiate for them...
That is a low estimate. The MTOW difference would be 9 t. If that is all fuel it could mean a 1.5 hour flight extension. The A330-900 should reach 7,300 nm and the A330-800 nearly 8.200nm. But you have to carry those 9t of fuel around for hours... But average fuel burn is well below 6 t an hour. Ex...Jump to post
dodoma wrote:German air traffic authorities (Luftfahrtbundesamt) are already looking into this
http://www.aero.de/news-27712/LBA-untersucht--Air-Berlin-Flugmanoever-in-Duesseldorf.html (in German)
zeke wrote:Still a very good margin, the attitude will be between 6 and 8.5 degrees, and the tail strike pitch limit on the -200 is 15.5 degrees.
I find it odd how we can have a 787-9 vs A350-900 debate in response to your question without anyone coming close to answering your question or providing trip fuel numbers Really surprised? It's a direct A vs B comparison, as unfair against A as possible (short route, low load). And once calculated...Jump to post
I don't remember any autostart feature in those birds and it isn't in the manual but maybe I missed something. I don't know anything about the computer flight sims. On the B744 Autostart was a customer option, but most aircraft had it fitted. We once had a delivery flight at LHR en route to somewhe...Jump to post
seat55a wrote:Personally more interested in what might happen at 88 MPH...with a DC-3 that's just barely flying I believe, below VR on takeoff.
There’s no way to get into zero airspeed, other than pulling into a vertical climb... You just can’t stop an airplane in mid air. I can’t see a realistic scenario where you’d end up in such state with a DC-3 Having said that, inherent stability would probably prevail and the airplane should dive nos...Jump to post
That's an 'interesting' takeoff technique. Any idea why it was implemented in the first place? I remember reading long ago, that it was due to nosewheel shimmy oscillation, but not sure of that. Also, regarding the CIA accident, there was reportedly a cover up by British Authorities to keep the rep...Jump to post
On the 330 and 350 we are taught .... On rotation, pitch up to 15 degrees (12.5 on the 350) at a rate of 3 degrees/second. Only once airborne do we start following the flight director to its commanded pitch for the initial climb. For some reason this reminded me of an issue affecting the original D...Jump to post