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16th May 2016, 13:19 | #91 | |
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| Re: Boeing 777 - Pilot's Review Quote:
Another difference is that you get that green arc in Boeing for any altitude difference, Let's say you are descending from FL 200 to FL 100. This green arc will give you an estimate to as in, where will you reach FL 100 depending upon your present rate of descent. That's how it works on Boeing. | |
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16th May 2016, 14:15 | #92 | ||
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| Re: Boeing 777 - Pilot's Review Quote:
2. I was mentioning the seating capacity of the 5 variants and hence excluded the 777F, since it is not a passenger aircraft. 3. I am a pilot who flies the 777 as his daily job so I can assure you that the 777 handles turbulence better than the A330/A340. My captain told me that the reason for this was wing rigidity. Also you can ask any passenger and he will tell you that the 777 feels more stable in bad weather. Read this: Link to article 4. That is a mistake on my part. I should have mentioned that the 777's initial models were 20 years old and not the 777-200LR and 777-300ER. My apologies for this. 5. In terms of the CASM, the difference is 0.0018 is minimal. The problem is the seating capacity of A350-1000, which in a 3 class configuration will be around 57 seats lesser than the 777X. That is going to be the 777X's biggest advantage, since the 777X will have a higher capacity with the same range. Quote:
Last edited by searchingheaven : 16th May 2016 at 14:32. | ||
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16th May 2016, 14:17 | #93 |
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| Re: Boeing 777 - Pilot's Review Thanks for such an informative and detailed review. Thought I accept it took me huge amount of time and effort to gulp so much technical information. I have always found Boeing way more comfortable than Airbus. More pictures would have been a delight. Thanks again. |
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16th May 2016, 15:27 | #94 | |||||
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| Re: Boeing 777 - Pilot's Review Quote:
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16th May 2016, 15:42 | #95 | |
Distinguished - BHPian | Re: Boeing 777 - Pilot's Review Quote:
I'm not sure whether jets go to full thrust regularly before they release the brakes. As far as I can tell/have seen they might spool up to 60-70%, then release the brakes and subsequently hit the TOGA button or manually set take off thrust. There is nothing else then the brakes that can hold you in place on the runway. On my little planes we use full thrust whilst keeping the brakes fully locked as part of a so called short field take off. Before releasing the brakes you want to have the engine/propeller providing maximum thrust Also, on single engines we always do a what is called engine run up before we enter the runway. So along the taxiway we turn into the wind, apply brakes and run the engine up (how much depends a bit per plane, could be full power), verify that all engine parameters are normal and check the proper operation of the variable pitch propeller a few times. | |
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16th May 2016, 16:20 | #96 | ||
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| Re: Boeing 777 - Pilot's Review Quote:
Of course, it depends on whether the operator can fill the the extra seats. But the 777X's strength resides in its operational flexibility. Remember that most A380 routes currently run at around 75-80% occupancy which comes to around 450 passengers in a 3 class config. So, there is a market for that kind of seating capacity. This market demand, combined with the fuel efficiency of the 777X will make things difficult for the A350-1000. Quote:
In general, a rolling takeoff procedure is recommended for setting takeoff thrust. It expedites the takeoff and reduces the risk of foreign object damage or engine surge/stall due to a tailwind or crosswind. A standing takeoff is achieved by holding the brakes until the engines are stabilized, ensuring the nose wheel steering tiller is released, then releasing the brakes and promptly advancing the thrust levers to takeoff thrust. Allowing the engines to stabilize provides uniform engine acceleration to takeoff thrust and minimizes directional control problems due to asymmetric spooling. Also note that brakes are not normally held with thrust above idle unless a static run-up is required in icing conditions. | ||
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16th May 2016, 17:04 | #97 | |||||||
Senior - BHPian | Re: Boeing 777 - Pilot's Review Quote:
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Nevertheless found this interesting article. https://en.wikipedia.org/wiki/Gimli_Glider Quote:
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One silly question that comes to my mind is why don't airplanes use GPS for speed measurement and still rely on mechanical methods? Lastly, maybe Coolboy007 can answer, has airbus changed anything inside their cockpit to give better visual indication of current stick input and which stick has requested priority? Quote:
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16th May 2016, 20:28 | #98 | |
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Thanks Jeroen | |
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16th May 2016, 20:47 | #99 | |||||
Distinguished - BHPian | Re: Boeing 777 - Pilot's Review Quote:
Based on these annunciation they will run through checklist on what to do next, what to account for etc. E.g. if a hydraulic pump fails, the other hydraulic circuits will take over. An alarm annunciation is raised. Depending on which hydraulic circuit was impacted the pilots might have to plan for instance their landing differently. For instance, on the 744 depending on which hydraulic system is affected you will have to choose different autopilots and your autoland capabilities are effected differently for different hydraulic systems. Quote:
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Groundspeed is indicated on the various displays, including wind component. How that is calculated (the ground speed) is up for much debate. Many pilots believe it starts with GPS speed. But then again there is not even a definition for GPS speed. (is it distance over time or doppler based). It is one area of aviation systems I have extensively researched for he 744 over the years and although I have some idea, nobody has been able to provide me with detailled technical details yet. To be honest, it doesn’t really matter to the pilots, What they see on their display as ground speed and windfactors is perfectly fine. I’m just very anal when it comes to all things GPS. Jeroen Last edited by Jeroen : 16th May 2016 at 20:49. | |||||
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16th May 2016, 21:16 | #100 | |||
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| Re: Boeing 777 - Pilot's Review Quote:
It’s true that a few minutes after take-off, we engage the autopilot. This, however, is not the end of our work! The autopilot cannot think, or talk to the air traffic controllers. That is our work. We also have to manage the autopilot functions thought the MCP and the FMC. We have to talk to the controllers continuously. At the same time we have to avoid a thundercloud and decrease speed due to traffic. Although it is true that once at cruising altitude our workload decreases a bit. One of us gets some sleep in the cockpit and then we alternate. Once we reach the top of descent, the cockpit becomes busy again. We talk about all the different options. We take the latest weather reports from the destination airports and know what approach to expect. The last 30 mins are the most demanding in terms of concentration. We constantly calculate our vertical profile (too high? too low?) and talk to different ATC's. The landing is manual most of the time. Quote:
The tiller and rudder pedals can both control the nose wheel steering. The tiller allows the nose gear to rotate to about 70 degrees. The rudder pedals only allow the nose gear to rotate about 7-9 degrees. Therefore, the tiller is used for all turns, but once on the runway and straight, the rudder pedals are used. In the 777, if the nose wheel steering tiller is not released before application of takeoff thrust, a configuration warning may occur due to the aft axle steering being out of the locked position. Last edited by searchingheaven : 16th May 2016 at 21:18. | |||
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16th May 2016, 22:11 | #101 | ||
Distinguished - BHPian | Re: Boeing 777 - Pilot's Review Quote:
Ouch, that square tyre looks so weird, now it makes sense to have more than 4 tyres in a set of landing gear on one side (at the rear) so that if one tyre goes bust the plane can still land . Also i read in one of the comments a very valid explanation; "The tyre is square because it deflated at altitude, so the pressure inside reached a pressure altitude of say 35,000ft. The A380 tyres are 1400x530R23 40PR. These tyres have very strong but light (nylon+aramid reinforced sidewalls. When the aircraft descends, the atmospheric pressure crushes the tyre and the sidewall collapses inwards, giving the tyre its square shape. I've seen this on A340-600s with the same tyre size." Quote:
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16th May 2016, 22:40 | #102 | ||
Distinguished - BHPian | Re: Boeing 777 - Pilot's Review Quote:
However, in order to get an accurate reading you need to travel at a steady pace, no acceleration or deceleration. As discussed more importantly its ground speed only. That’s the foremost reason, pilots first and foremost need to know what their air speed is, Quote:
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16th May 2016, 23:35 | #103 | |
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| Re: Boeing 777 - Pilot's Review Quote:
Also, disconnecting the tiller is only because of the steerable aft axle in the nose gear being out of locked position. It is 777 specific. | |
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17th May 2016, 08:25 | #104 |
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17th May 2016, 10:09 | #105 | |
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| Re: Boeing 777 - Pilot's Review Quote:
PS: I specifically remember seeing KLM 744s using single engine reverse thrust while taxiing at Schipol l when I was there 8 days ago. Last edited by searchingheaven : 17th May 2016 at 10:15. | |
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