The answer to all our secrets
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In the 747 There is one tiller per side for steering. Maximum deflection of the nose wheel is 70° either side of straight ahead. When 20° is reached, body gear steering is automatically engaged. With the rudder pedals, a maximum of 7° deflection can be reached.
It is a very strange feeling when looking out of the cockpit doing a tight turn, almost as though the aircraft is reversing or sliding sideways. (if that makes sense)
It is a very strange feeling when looking out of the cockpit doing a tight turn, almost as though the aircraft is reversing or sliding sideways. (if that makes sense)
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Hot brakes
Lots of rubbish above!
A320 carbon brakes noticably heat up virtually any time they are applied, if he was on a quick turnaround there may have been some residual heat left in them from previous landing and taxy in, although use of the brake fans should have cooled them. With a long taxy out you would need the fans on again.
There is a potential for dirt/crap and even debris to be thrown from the wheels on lift off which can go into the bay and rupture hydraulic lines or worse in the case where a tyre seperates so best to stop then spinning straight away, thats why they are braked, if you dont understand this say CONCORDE several times and you will!
There can be several reasons for leaving the gear down after take off, cooling has already been mentioned, or perhaps even a problem with the sequence, sometime if you think you have a problem that might be gear related and need a return you may not want to run the gear up in case you cant get it down again! Its not always a good idea to explain to ATC exactly what is going on because the reporter with the airband radio will write it up as an a dramatic emegency which isnt good for the companies reputation or image.
A320 carbon brakes noticably heat up virtually any time they are applied, if he was on a quick turnaround there may have been some residual heat left in them from previous landing and taxy in, although use of the brake fans should have cooled them. With a long taxy out you would need the fans on again.
There is a potential for dirt/crap and even debris to be thrown from the wheels on lift off which can go into the bay and rupture hydraulic lines or worse in the case where a tyre seperates so best to stop then spinning straight away, thats why they are braked, if you dont understand this say CONCORDE several times and you will!
There can be several reasons for leaving the gear down after take off, cooling has already been mentioned, or perhaps even a problem with the sequence, sometime if you think you have a problem that might be gear related and need a return you may not want to run the gear up in case you cant get it down again! Its not always a good idea to explain to ATC exactly what is going on because the reporter with the airband radio will write it up as an a dramatic emegency which isnt good for the companies reputation or image.
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A/C on a quick turnround,brakes still hot as no brake fans are fitted,A/C takes off brakes still hot after taxi(but below take off limit),cool them down with airflow before putting them into the hole.
Its as simple as that!
Carbon brakes are meant to get hot as they work better when upto working temp .
Its as simple as that!
Carbon brakes are meant to get hot as they work better when upto working temp .
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Lots of rubbish above!
Its not always a good idea to explain to ATC exactly what is going on because the reporter with the airband radio will write it up as an a dramatic emegency which isnt good for the companies reputation or image.
Only half a speed-brake
I understand that 330 ECAM logic does have some differencies over 32x, (not rated on 330 do not know which), but on 320 HOT BRAKES is inhibited during takeoff for good reasons. Only comes up at liftoff to advise crew not to raise the gear as opposed to woefully suggest stopping with a brake problem.
Fatboy, can you advise what is the BRAKES HOT inhibit phase for 330, pls?
FD.
(the un-real)
Fatboy, can you advise what is the BRAKES HOT inhibit phase for 330, pls?
FD.
(the un-real)
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Max Angle:
The other reason that you might want the wheels to stop turning before you retract them is to avoid the stress on the landing gear caused by gyroscipic presession.
Quite why it's considered such a problem to have them rotating in the wheel well I don't know.
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Probably a 737, but may be other types too. When the APU is not able to suply air to start the engine, a ground-air unit is plugged in. On the 737 it plugs in on the right of the fuselage centreline. It is used to start No 1 (the left) and then disconnected (safely, away from the running engine - which is at idle only). Pushback takes place and number 1 is 'run up' to a medium power setting to provide enough air to start number 2 using 'crossbleed air'.
Other types may start number 2 on stand due to the location of the air connection.
A search will produce more. Here is one.
Other types may start number 2 on stand due to the location of the air connection.
A search will produce more. Here is one.
Per Ardua ad Astraeus
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Holding Patterns!
Hi all, just been observing a BMI Baby 737 in the hold at 'MIRSI' on my SBS-1. The pattern it creates is an absolute perfect race track shape pattern! I take it that it is auto pilot and instruments that maintain this shape and pattern during the hold? any feedback from aircrew would be appreciated!
Regards, Steve
Regards, Steve
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Thrust reversers prior to touchdown
http://www.airliners.net/search/photo.search?id=0348313
This is quite an old photo but i was amazed by this . Boeing and Airbus models can do this ? And why a pilot would do something like this ?
This is quite an old photo but i was amazed by this . Boeing and Airbus models can do this ? And why a pilot would do something like this ?
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You can't do that on an Airbus. For the thrust reversers to deploy the ground squat switch needs to be depressed. In other words there needs to be weight on the wheels. You can go into the reverse position with the thrust levers but the thrust will remain at idle until the aircraft touches down.
i'm not sure about the Boeing but i would think they are the same.
Hope this helps. Maz
i'm not sure about the Boeing but i would think they are the same.
Hope this helps. Maz
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Modern Boeing no, and I assume Airbus no also. There are 'switches' that need to be made before reversers can normally be deployed, such as weight on wheels, radio altitude and others. Maybe there was no protection on this Russian model.
Problems of doing it would be that if you could not retract the buckets and needed power...................................
I've no doubt some old Trident puke
will be along soon to tell you that they used to use reverse on number 2 engine (yawn
). It may be that the B727 used it as well - in both cases to expedite descent.
Just beaten to the post by Maz
Problems of doing it would be that if you could not retract the buckets and needed power...................................
I've no doubt some old Trident puke
will be along soon to tell you that they used to use reverse on number 2 engine (yawn ). It may be that the B727 used it as well - in both cases to expedite descent.Just beaten to the post by Maz
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Thanks a lot for your replies . I've searched for western airplanes but i did not find a similar photo . I've never experianced something like this as a passenger but i assume it must be quite scaring . But i still don't understand why a pilot would do something like this instead of raising the speadbrakes for example
Lots of rubbish above!
There is a potential for dirt/crap and even debris to be thrown from the wheels on lift off which can go into the bay and rupture hydraulic lines or worse in the case where a tyre seperates so best to stop then spinning straight away, thats why they are braked, if you dont understand this say CONCORDE several times and you will!.
There is a potential for dirt/crap and even debris to be thrown from the wheels on lift off which can go into the bay and rupture hydraulic lines or worse in the case where a tyre seperates so best to stop then spinning straight away, thats why they are braked, if you dont understand this say CONCORDE several times and you will!.
Most a/c I know only brake the wheels when gear selected up. They will spin away quite happily until hydraulic fluid is ported through the landing gear selector valve to the brakes.
As has been mentioned, the A320 MEL allows for a u/s brake, and SOPs state that the gear is left down for 2 mins after t/o to allow the wheel to spin down. (Gyroscopic forces and all that malarky apparently).
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I've no doubt some old Trident puke will be along soon to tell you that they used to use reverse on number 2 engine (yawn ). It may be that the B727 used it as well - in both cases to expedite descent.
Instructor placed us over the outer marker of 26L at Lax, 250 Kts IAS, 10,000 feet, clean and said "Land it, straight ahead, no turns." I did, it was not easy and in no way would I ever try it in real life, unless I had no other option. Was kind of fun.