Is having touch screens a good idea in an aircraft? It's bad enough trying to tap the nav or radio station screen in the car what with all the movement. But maybe it's smoother in the coughpit, perhaps?
The gas turbines that we used to operate had what we call turning (or barring) gear to keep the shafts straight (rotating them at around 1 rpm). I wonder how practical that'd be in an aircraft.
Honestly, I don’t know if it’ll be more difficult or not but I personally don’t like the idea of it. There are already fingerprints on the navigation displays, why guys feel the need to point things out with their finger on the screen I’ll never know.
On a jet engine I’m not so sure it’ll work. It’ll be interesting to see if on a windy day when air will freely flow through the engine and spin the N1 fan if that will help cool the shaft and reduce motoring time.
Same thing at work. But they aren't touch screens. Which begs the question, if it's a touch screen how do you clean them without, say, deploying something that will, say, cause the dreaded "plunge", or worse?
Shisha Kanko? I use it in my line of work. Point at blood pressure monitor, call out "blood pressure 140, normal "
What engine thrust rating have they bought, and what sort of climb derates are you using?
At the same derate? Full charge should use less.
I've found that in all new aircraft. And then they get progressively noisier.
Have I got this right? The flying pilot has the engine displays? That seems back the front.
Why, what did the other versions of spoilers do?
To be honest, that sounds like poor ergonomics.
I'd be a tad surprised if you got into part of the flight regime that activated it.
It didn't. It was going the other way. But, generally, if you see holding immediately after take off that indicates a problem and will probably precede a return.
Autostart? What core temperature is it looking for, or is it time based?
I wouldn't have thought so. We had a touch screen on the ACARS in the 767. Very old technology, but it would get very dirty, and then start doing it's own thing. I liked the track pad and hand rest in the 380. The rest stabilised your hand, and it was useful even when using the FMC keyboard, and not the cursor. Mind you, Boeing and Airbus are opposites in every way. Boeing keypad is ABCD, versus Airbus QWERTY.
The 380 did do something via Darwin during covid, but I think it was only a couple of flights. Neither efficiency nor commercial viability were considerations at the time.
In a perfect world, you'd like your two sectors to be as close as possible to the same length. On that basis alone, going via Dubai was, by far, the least efficient, whilst Singapore was the second worst. In the 747, loadings out of Singapore would approach the max, whilst up in Bangkok or HK, weight wasn't an issue, even with poor weather at either end of the flight. The 380 had a lot more weight tolerance, though out of Oz to Dubai, especially in Oz summer, could be limiting. And the further you get from max weights, the more efficient your aircraft.
Personally I liked flying the Melbourne/HK/London route. The timings were the least difficult to deal with (body clock). HK was a reasonable place to slip. Chinese ATC could be a tad different, but I never found them hard to deal with. Comms were generally very good. The various 'stans that you flew over were also pretty straight forward. The downside was that there were extensive sections with extremely high safety heights, and you had to ensure that you kept on top of exactly how you'd deal with a depressurisation. Some diversion options would have been interesting, too. I wasn't a huge fan of Bangkok or Mumbai, and hated Dubai, leaving Singapore an easy second place.
You're quite correct. I guess it comes back to the FMC maker, and the available installation width. Looking around, QWERTY is fitted in the aircraft with track ball and cursor (350/380), and they look to be identical installations.
They are 26K engines but Boeing have written it as the MCT rating of 25K just to confuse us on the FMC and in the manuals. In actual fact they provide slightly more take off thrust than a 26K engine.
Even if we were to use a derate CLB thrust it’ll slowly increase thrust as we cl8mb to reach full CLB thrust by FL150. That’s a 737 thing not specific to the MAX.
Yep. That’s right. It seems weird to me too and was quite annoying to keep switching the display especially when I was PF. I’m guessing as more of these aircraft come online they’ll revise some of the SOP. I’ll do some digging into what other airlines do.
Just made noise and shake the aircraft.
To be honest, it was for the naysayers.
Pretty much. Start times have been extended to 3mins now compared to 2mins for the CFM to facilitate the extended motoring. It’s time based. Anywhere between 6-90secs motoring. When we started the engine the EGT was only 100° so I was surprised it used the full 90secs.
Only a couple of sims and just an online presentation with an exam at the end.
100ºC was the fuel on point for the engines I've flown. They'd motor until they hit that point, and then add fuel. I suspect the main danger of early fuel for them would have been an instantaneous light off, which could lead it to compressor stall.
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Brisbane Centre staff shortages from Air No Services. Is a JQ flight OOL-MEL that is tracking east of the coast down to Sydney then to Melbourne.Does anyone know why VA1226 from BNE to CBR this evening flew west for almost an hour, before turning towards Canberra?
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Controlled airspace closures. Aircraft are still permitted to transit the area but it is no longer controlled. The designated area reverts to Traffic Information Broadcast by Aircraft (TIBA). Pilots must make mandatory reports, try not to change level inside the airspace (unless operationally required), and must maintain a listening watch.Does anyone know why VA1226 from BNE to CBR this evening flew west for almost an hour, before turning towards Canberra?
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