Help with some CX questions

[ForzaLazio]

i know i can try to find the answer by serching around, but I tried already unsuccesfully, plus my comouter has been running really slow, so I figure I just post here. any help will be greatly appriciate it:

1. what type of yaw damper does the 747 has? i believe is the one in series, but i'm not sure

2. what problems are experienced when flying polar routes?

3. if you bug-up 10 kts on final approach, by how many percent will your landing distance be increased?

Thanks again. I'll keep them coming if I stumble into more.

[islandguy]

1. what type of yaw damper does the 747 has? i believe is the one in series, but i'm not sure

Series

2. what problems are experienced when flying polar routes?

Fuel freezing, radio communication, extra equipment requirements etc

3. if you bug-up 10 kts on final approach, by how many percent will your landing distance be increased?

21% (from FAA aeronatical handbook)

[Blogsey]

Damn those slow comouter's......
Questions 1 and 3 are in "handling the big jets", essential for a Cathay interview.
Question 2: http://www.smartcockpit.com/pdf/flightops/navigation/0008

www.smartcockpit.com/flightops (http://www.smartcockpit.com/flightops) has lots of good info which I knwo will be really appreciate it. God I hate the grammar police....

[F.QII]

B747-400F vs B747-400BCF
Does the -400BCF still have the stab tank installed and do they use it and what are the payload and range differences between the 2.
Any reason why the base -400f isnot installed with a stab tank?
Cheers for any help

[ForzaLazio]

thanks to all the posted. one more question:

- hey islandguy, about the 21% as a consequence of the +10 knots on final approach, is there a formula for that?

- why, when we do a reduced power take off, we put a higher temp on the FMS? we are basically telling the FCC that it is warmer, so wouldn't the engine need to put more power instead of less (when it's hot, less dense air, so we would need more power, wouldn't we)? this is something i never understood.

p.s: sorry for my grammar Blogsey, but all these studying is causing my brain to overheat! by the way, what page in HTBJ they are talking about increase in landing distance after flying an approach at ref+10?

[islandguy]

For the 10 knot (edited from 10%) increase question I found the answer here:

http://books.google.com/books?id=m5V04SXE4zQC&pg=PT159&lpg=PT159&dq=10+airspeed+increase+21+landing+distance&source=web&ots=iYSg6uXBlg&sig=x6v3hB_jrPwy32S2eOH2zLh9ntI



For the assumed temp / derated thrust questions, I found some info here:

http://www.smartcockpit.com/pdf/flightops/aerodynamics/0030

http://www.smartcockpit.com/pdf/flightops/aerodynamics/0013

[ForzaLazio]

- is SFC affected by CofG? my guess is yes, because with an aft CG you produce less drag, thence less fuel is burned? Am I wrong?

[Blogsey]

but all these studying is causing my brain to overheat!
I'm hearing ya! Good luck!

[Glass Half Empty]

A bit of difference between +10 kts and 10%. Make sure you know which one you are talking about!!

[ForzaLazio]

thanks again to all for the help!

[Dirk_Digler]

Personally i don't think they care if you couldn't give them a fact based answer on the percentage increase of the landing distance with a 10kt increase in ref speed, or whether you can tell them there is a stab tank in a plane you've never flown. I think they are more interested in whether you can give a reasonable answer as to what might happen if you increase the ref speed, or put a stab fuel tank in the back of a 747.
If you've got an interview with cx then you've obviously been flying for a while, so just use what experience you have already gained to answer the questions, and maybe read handling the big jets.....twice!

[ForzaLazio]

grazie SNAM! just curious. still at Ryan?