Single Pilot plant for the A350
Join Date: Aug 2015
Location: Gerloz
Posts: 671
I think Lufthansa and their Union could safely be described as a proper airline. As is Air France. They’ve all been trialling it. The reason CX is so attractive for these ventures is the trip length; and the fact that the company will bend over backwards to accommodate this stuff.
Last edited by MENELAUS; 19th Jun 2021 at 03:44.
Join Date: Oct 2018
Location: Hong Kong
Posts: 131
If this were to happen especially as soon as 2025 highly highly unlikely, imagine the pay increase that the pilots would have to get. Going from 4 pilots to 2 pilots seems like a massive increase in workload! Will need a lot higher pay and also instead of 84 hours a month I expect to only fly 42, it will be incredibly fatiguing and lonely so will also require a lot more leave and excellent health cover to ensure the utmost physical and mental fitness of crews.
Join Date: Feb 2020
Location: Earth Orbit
Posts: 48
I wonder what the RT/PC would look like. Not to mention ALC and CRM renewals.
ALC, would the checker be at home or with you sitting on the floor as there’s only one seat.
No PM sector, also just let the A/P do the hard bits, EFTO, HYD sys faults. FMG failures… I’m sure they’ve covered every thing.
The only hard bit would be answering the silly questions, like how many lights would you see at 200’ or do you need the F/O’s A/P disconnect switch
The concept is good but I think we’re still some 20 - 30 years away when the likes of CX would be a past memory.
ALC, would the checker be at home or with you sitting on the floor as there’s only one seat.
No PM sector, also just let the A/P do the hard bits, EFTO, HYD sys faults. FMG failures… I’m sure they’ve covered every thing.
The only hard bit would be answering the silly questions, like how many lights would you see at 200’ or do you need the F/O’s A/P disconnect switch
The concept is good but I think we’re still some 20 - 30 years away when the likes of CX would be a past memory.
Join Date: Nov 2015
Location: HK-CRoC
Posts: 723
Join Date: Mar 2015
Location: Australia
Posts: 323
As a non A350 driver, can someone expand on the auto TCAS and auto rapid descent functions.
On another note the 777X will no longer have a TAC it will have full time beta yaw stability which cannot be failed ie it’ll be like trying to fail the ailerons so a V1 cut will be a non event.
Safer planes = cheaper (less) pilots sadly.
On another note the 777X will no longer have a TAC it will have full time beta yaw stability which cannot be failed ie it’ll be like trying to fail the ailerons so a V1 cut will be a non event.
Safer planes = cheaper (less) pilots sadly.
Join Date: Aug 2020
Location: Wan Chai
Posts: 309
I was fortunate enough to have the opportunity to sit in on a number of recruitment sims a few years ago. It was very interesting to watch. People would put the wrong rudder in, turn the wrong way, even watched something very similar to the Fedex Olympic trail departure. Will computers make it safer? Yes but what happens when the computer gets covid?
Join Date: Jun 2005
Location: in denial
Posts: 282
Avinthenews
Av, both the 330 & 350 have auto TCAS. It literally just flies the RA.
Auto Emerg. Descent on the 350, simple version: press AED button, pull speedbrake. If you don’t respond to a high cab. altitude (unconscious etc), a countdown timer starts then it does it for you. Descends at VMO-5 to 40nm Grid Mora corrected for temp/isa, turns right to intcpt a ~ 3nm offset, squawks 7700, points TCAS below. Interrupts the whole thing for TCAS if necessary. Works a treat.
Both types have yaw rate control for EFATO, not TAC. 350 also applies aileron deflection on operating side to control yaw.
Av, both the 330 & 350 have auto TCAS. It literally just flies the RA.
Auto Emerg. Descent on the 350, simple version: press AED button, pull speedbrake. If you don’t respond to a high cab. altitude (unconscious etc), a countdown timer starts then it does it for you. Descends at VMO-5 to 40nm Grid Mora corrected for temp/isa, turns right to intcpt a ~ 3nm offset, squawks 7700, points TCAS below. Interrupts the whole thing for TCAS if necessary. Works a treat.
Both types have yaw rate control for EFATO, not TAC. 350 also applies aileron deflection on operating side to control yaw.
Join Date: Jan 2009
Location: Taipei
Posts: 54
Less Hair
But how is that different from a lightning strike on any other FBW aircraft. The time that a pilot's hand was mechanically tied directly to control surfaces was left behind at some point in the 80's. And it's been proven very safe.
Adding an entirely predictable profile (engine out at V1) to the existing suite of FBW trickery (alpha floors, turbulence damping, ailerons pretending they're flaps....) is going to improve flight safety. Auto go arounds are next, and they will be mandated by the airlines as human performance on those is appalling.
But how is that different from a lightning strike on any other FBW aircraft. The time that a pilot's hand was mechanically tied directly to control surfaces was left behind at some point in the 80's. And it's been proven very safe.
Adding an entirely predictable profile (engine out at V1) to the existing suite of FBW trickery (alpha floors, turbulence damping, ailerons pretending they're flaps....) is going to improve flight safety. Auto go arounds are next, and they will be mandated by the airlines as human performance on those is appalling.
Join Date: Mar 2000
Location: Hong Kong, SAR.
Posts: 262
Auto goaround would probably result in fewer attempts to ‘push’ the landing, as some don’t seem to plan to go-around.
Would also be helped by actually quickly briefing the go-around, but that’s another issue..
Would also be helped by actually quickly briefing the go-around, but that’s another issue..
