Same 'press to transmit' button/switch but selected via an audio selector panel. Have a look at http://www.b737.org.uk/ for 737 info.

clifftop
 

happened in alice springs late last year me thinks.
BA flight to sydney,
one pax had a heart attack and plane landed in alice,
couldnt take off again with all pax and enough fuel.
long story short,
relief flight from yssy took requisite no. of pax and said 747 did a short field take off and barely made it
hope that helps,
A.F

Air Force One
 

In the movie Air Force One, the 747 does some dramatic maneuvers when it lands on the airport. Can a jet do this for real? Also, it then takes off with what appears to be full flaps. Can a 747 or any other commercial plane take off with the flaps fully extended?

Whilst not exactly answering your questions, this may give you a clue

http://www.pprune.org/forums/showthread.php?t=287911

Wake vortices on approach to JFK
 

I was travelling on a Jet Blue A320 on a calm evening last week when at around 18,000ft out of nowhere we hit severe turbulence for around 15 seconds. The aircraft vibrated, dipped slightly and lurched to the right. Then - all was calm.

A short time later, the captain came on to say that we had gone over the wake of a following aircraft.

This is only the second time I have experienced this - although this time is was at a much lower altitude.

I have heard how dangerous wakes can be - are they "less" dangerous if you are at a higher altidude?

Also, what is the means for escape? Do you simply keep flying on and hope you pass through it, or is there a proper procedure?

I've had a similar experience climbing out of Heathrow when we crossed the wake of another aircraft, bit of a bump and a few sharp intakes of breath from around the cabin but no real drama. I think its only a major issue close to the ground, i.e. on take off and short finals, where the wake turbulence could potentially dump you straight into the ground...hence the spacing between a heavy and a following smaller a/c

The only advantage was many years ago on a flight to tennerife S, on approach had a member of cabin crew tidying a locker above my seat & stood on the edge of the seat, a bit of turbulance saw her sat on my knee - nice girl:D

Barking dog in hold question again!!!!
 

Probably get flamed on this one but I am aware that a regular question is asked about the PTU noise on a A320. The dog barking in the hold question.

Flown many flights in an A320 and never really noticed it. Last week flew back from Cork on Aer Lingus A320 and the bloody dog was barking all the way down to take off. Really frightened the wife who thought something was wrong with the plane. 'No problems' I said 'just a self-test on the Power Transfer Unit' as I had been taught to say on this forum.

Flew BHX-DUB-BHX yesterday on A320.Dog barked a couple of times on 2nd engine startup on both flights and then silent.

Was my experience with continual dog barking down to take off unusual?

I heard the barking dog sawing his way out of the hold last time I went on a 320...! ;)

Concorde's afterburners
 

Can anyone tell me if it was normal for concorde to use less than all 4 afterburners in the early stages after take off.

I ask because a member of another (non aviation) website I use commented that he knew when concorde was late taking off because all four A/B's were lit. Now that sounds like cobblers to me, I always assumed they were all on OR all off. Cannot see what difference it's departure time would make in a decision to rocket skywards???

Cliff

Never did see it take-off at Heathrow without all 4 afterburners on. Soon after take-off when at safe speed and height I think they were switched off for noise abatement.

Musket 90 said:
"Never did see it take-off at Heathrow without all 4 afterburners on. Soon after take-off when at safe speed and height I think they were switched off for noise abatement."


That's what I thought. Thanks for the reply.

I must have cleared Concorde for take-off a thousand times or more at Heathrow and it always used all four.

That'll do for me!:)

For supersonic acceleration (Mach 1 to about Mach 1.7), Concorde needed all four reheats (too much asymmetric thrust with three).

So if for whatever reason one of the reheats didn't light at the start of the take-off roll (which occasionally did happen), the take-off was abandoned, and the aircraft would return to the stand.

Such a rejected take-off was a pretty straightforward affair, because the aircraft would usually not have reached more than about 50mph.

I am sure I was told by a Concorde Captain that No.4 was throttled back a tad on take-off. There was a good reason for it too.

Any idea what the good reason was?:confused:

All explained at the bottom of this page on the Concorde SST website (not that I understand a word of it of course :confused:)

I think that clears that up then. A problem free take off would see all four afterburners at full whack after 60 kts, therefore all 4 flamethrowers should be clearly visible once airborne. Ipso Facto, the geezer to whom I originally referred is a muppet.

Cheers me dears!

Cliff

Cliff,
I finally cottoned on to the weird reasoning your muppet must have been using.....
Is that some strange urban legend doing the rounds?