But would the shareholders want them on board?
www.stuff.co.nz
Next week actually. It’s my standard cyclic which is in the MAX sim. First time “flying it” since the differences course I did a couple of years ago. So a bit of study required to go through all that again.
could they throw something nasty at you first off, or do they allow you to get your feet under the desk first?
The A380 was quite nice to handle in the crosswind, especially gusty ones, as the FBW would do a lot of the work in cancelling the gusts. But, you were supposed to get rid of all of the drift prior to touchdown, and 5º is the absolute maximum. In this case I'm not sure that he's achieved that. Touchdown would have been about 1-1.5 seconds before the spoilers rise, and at that point there looks to be more that 5º. The 747 on the other hand, you could land with all of the drift intact, which in a limiting crosswind would be about 15º (which is about what the 380 has early in the video). On the other hand, any landing that doesn't require a rebuild is probably acceptable.
The profile itself doesn’t call for anything too bad. There’s a TCAS event on climb out of Sydney followed by an ice crystal icing event leading to an engine failure in cruise. So I’ll have about 15mins to get my bearings again before the rest of the box ticking exercises come.
What are the issues that could arise should one touchdown will more than 5 degrees?
They're engineering issues. You're applying a large side load to the gear, in excess of what you're supposed to. It's unlikely to break but you're reducing its life.
Yesterday (or was it the day before - jetlagged like you wouldn't believe) I recorded the tail cam view of our landing at Singapore on QF2.
My initial thoughts are that the rotation was started way too early. It must have been picked up and hence the nose drop again. Perhaps TOGA was then pushed and that's what created the steep climb once the aircraft got airborne. It could also have meant incorrect speeds were input into the FMC.
Well, I don't know Suzy, but Peter has done many of my 380 sims. Nice bloke, and excellent instructor. It's nice to hear that he wasn't another of the COVID retirements.
I looked at the weather that was present at the time, and it wasn't nasty. About 10 knots, but it was switching around from a slight tailwind, to a headwind. The rotation rate looks about normal. The only reason for pitch down is to stop a tail strike (which doesn't seem to be the case initially) or to counter a loss of airspeed. The rapid climb afterwards would make sense with TOGA. Wrong numbers? Perhaps, but you wouldn't need TOGA or the rapid climb. I don't know that I can give a definite answer here.
I'm still in awe of the tech behind it all. That the aircraft descended out of the fog/clouds on our approach into LHR and going by the tail cam, the runway centre line was spot on dead centre on the aircraft.
Apparently Melbourne and Perth Airports are the 2 airports in Australia equipped with Category 111B Autoland systems but only on one runway each. I think this is the same system in use at Heathrow, JFK and Changi.
thenewdaily.com.au
