Starting 4 engines
Join Date: Jan 2003
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"I love the A340"
Sorry but I despise it! All apart from the -600.
It's a sad day when a 70s vintage 747-100 outperforms an A340 of the deck. Crawling along at 180knts climbing solely due to the curvature of the earth.... The Virgin reports "we are accelerating"..... My a@%e!
In answer to my query "if given further climb can you increase your rate?". The Virgin crew simply replied "Nope!"
Honesty if nothing else!
It's a sad day when a 70s vintage 747-100 outperforms an A340 of the deck. Crawling along at 180knts climbing solely due to the curvature of the earth.... The Virgin reports "we are accelerating"..... My a@%e!
In answer to my query "if given further climb can you increase your rate?". The Virgin crew simply replied "Nope!"
Honesty if nothing else!
Paxing All Over The World
CT: It might be nice to have lots of Ummpphhff but the designer knows the client wants to save money on fuel. 
BEagle: Thanks for the run down. Sounds like good fun. The last time I saw a Vulcan in action was Bournemouth air show in 1989 (I think). They did a low level pass, then eased the nose up and 'put their foot down'. The noise of ten thousand cows bellowing was remarkably sweet.
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"I tell you, we are here on Earth to fart around, and don't let anybody tell you any different." Kurt Vonnegut, Jr.
BEagle: Thanks for the run down. Sounds like good fun. The last time I saw a Vulcan in action was Bournemouth air show in 1989 (I think). They did a low level pass, then eased the nose up and 'put their foot down'. The noise of ten thousand cows bellowing was remarkably sweet.
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"I tell you, we are here on Earth to fart around, and don't let anybody tell you any different." Kurt Vonnegut, Jr.
Join Date: Jan 2003
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True BEagle, and dont we dont just know. A340 and ancient DC10 are the only aircraft I've had to pass traffic info on a/c below controlled airspace as they couldn't even keep up with the climb profile on the SID.
Can't help but wonder how it would cope with an engine failure/loss of power. From an ATC perspective, better climb/descent performance makes it far easier to get yourself out of the proverbial hole!
(Not that performance is ever used to ensure separation of course..)
Can't help but wonder how it would cope with an engine failure/loss of power. From an ATC perspective, better climb/descent performance makes it far easier to get yourself out of the proverbial hole!
(Not that performance is ever used to ensure separation of course..)
Join Date: Oct 2003
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The Roar of the Vulcan.
I'm still hoping to hear from someone who was on that aircraft carrier in Lyme Bay when I did everything but catch a wire before slamming throttles during a pull up.
The carrier wasn't supposed to be there particularly as we had just unloaded a full weapon bay of inert bombs through cloud in the same restricted area.
I'm still hoping to hear from someone who was on that aircraft carrier in Lyme Bay when I did everything but catch a wire before slamming throttles during a pull up.
The carrier wasn't supposed to be there particularly as we had just unloaded a full weapon bay of inert bombs through cloud in the same restricted area.
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Join Date: Aug 2003
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"340" must be some kind of mathmatical code for "doesn't climb worth a crap!" I flew the Saab 340A, and even at a medium weight during the summer, it was painfull to climb past 12000!
PS - Never fly the A model of anything.
PS - Never fly the A model of anything.
Join Date: Dec 2003
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Hi Baharain lad, we start both B772/773 engines at once with serviceable Autostart system, except for 300ER which are always started one at a time. Rgds.
Hi gear door, correct 3+4+0=7. Therefore any aircraft with less than two sevens is going to be struggling to perform. Sorry airbus guys.
Hi gear door, correct 3+4+0=7. Therefore any aircraft with less than two sevens is going to be struggling to perform. Sorry airbus guys.
Join Date: Mar 1999
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777 starts BOTH engines simultaneously.
I'm sure it can, but does any operator do it as part of their SOPs?
I'm sure it can, but does any operator do it as part of their SOPs?
On a couple of occasions, I managed to "persuade" the crew to hold the start till the push was completed, as I knew that if they got both turning before we got to where ATC wanted us to be, there was no way that the tug would get it there, it just didn't have the power to fight both engines.
757's used to be interesting in that respect as well, I'm not sure if it's the older design or what, but they always seemed to spool well above ground idle before settling back down to a much lower N1, which again could make push back a little more than interesting.
Classic 747's were the other extreme, the headset man ended up waiting by the nose gear for ever as they spooled up all 4, and one operator required a confirmation for each engine that the fan was turning before they'd continue the start, which used to cause all sorts of problems if the headset that was being used was the normal pushback headset quality. Trying to be heard above the howl of 3 engines live and one just spooling up was sometimes quite challenging. I never did find out why they had to get the headset man to confirm rotation, as it was only one operator that did it, and we didn't get much chance to talk to the crews other than during push back.
