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Forum profile page for Tech Log on http://www.pprune.org.
This report page is the aggregated overview from a single forum: Tech Log, located on the Message Board at http://www.pprune.org.
This forum profile page summarizes the general forum statistics such as: Users Activity, Forum Activity, and Top Authors, which are reported in either a table or graph below for a given reporting time period.
Additional forum profile information for "Tech Log" on the Message Board at http://www.pprune.org is also shown in the following ways:
1) Latest Active Threads
2) Hot Threads for Last Week
Warning: These statistics are generated using 'best efforts' and can experience delays and reporting errors at times. Please note that such statistics do not constitute a forum's popularity and/or exact posting volumes at any given reporting period.
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Posting activity on Tech Log:
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3 Months
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Threads:
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168
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482
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1,336
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Post:
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647
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1,763
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4,893
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user's latest post:
Net Takeoff Distance
Published (2009-12-02 22:44:00)
The UK document is a typical educational sheet intended for (perhaps the newer) GA flightcrew. It is unfortunate that the terminology used, and writing style, is a tad imprecise and, as a result, readily confused. I can't find a reference to "net distance" .. perhaps the original poster inferred that from a misreading of the document ?
user's latest post:
Net Takeoff Distance
Published (2009-12-01 21:58:00)
Sorry, wish I could be of more help. I'm familair with gross alt and net alt but not any of the terms you are looking at. Later this week I will be with some Boeing performance engineers. I will pose your question to them and back to you. Maybe we can both learn a thing or two. BTW, what kind of aircraft are dealing with?
user's latest post:
Fuselage producing lift
Published (2009-12-02 23:35:00)
Quote: Look at the shape of the old Shorts 330/360 fuselage from the side. You can't make me. That's just cruel!
user's latest post:
Mach Number - Page 2 - PPRuNe...
Published (2009-12-03 01:43:00)
The speed of sound and the TAS factors [in the mach equation are both dependent on temperature AND since they are both composite functions of temperature the changes that occur in temperature are only required for determine local 'FREE -STREAM conditions' meaning,...with out any influnce of an aerodyamnic body impinging on the local freesteam,...i.e nothing possesing a TAS [dependent on temperature],...so instrument for calibration...
user's latest post:
"Federal regulation about...
Published (2009-12-02 21:47:00)
First class pax, hold your water...the FD crew comes first, then you. Just the way it is. We have two forward lavs on our airplane, one is reserved for CC and FD crew. At our airline, lines are most certainly allowed...but, you better be quick or our FA's will open the door and escort you out...been known to happen, I kid you not. Smoking in the lav? If found, the FA will fling the lav door open, use the Halon extinguisher and...put you...
user's latest post:
737 Flashing fuel low pressure...
Published (2009-11-29 12:24:00)
Boeing assure us that the engines will run at that altitude without pump pressure. It is not a problem of fuel supply to the engines - the issue lies in the fact that we do not really like to see pumps running dry and there is, of course, a QRH procedure to follow if we do. 'Flickering' or short duration lights are not considered to be a 'problem' but I can fully understand the concerns that prompted the question.
user's latest post:
Net Takeoff Distance
Published (2009-12-03 11:43:00)
If one refers to EU-OPS, Performance B one can see that the unfactored figures from the flight manual / POH have to be factored when calculating take-off distance etc. The UK CAA has used net to describe the unfactored distances from the flight manual. I agree that the wording is poor and also it is out of date when dealing with EU-OPS in light twins etc (Performance B). However, the intention of geting the average PPL to ad some safety...
user's latest post:
Belts below ten
Published (2009-12-01 15:25:00)
well, 10kfeet is the altitud stablished for a sterile cokpit condition and this concept applies for everybody so at least in my company, hence we mantain our seat belts on during this condition. regards toby320.
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Latest active threads on Tech Log::
Started 1 month ago (2009-11-02 16:23:00)
by cobber_digger_buddy
Always got a smile out of the fact that the oil filler cap was in the cockpit between the pilots on the floor of the Dh2 Beaver, and the next time I do a raidal float endorsement, I'll be wearing full length oil proof overalls! great fun tho'!
Started 1 day, 4 hours ago (2009-12-04 00:45:00)
by Pugilistic Animus
If he wants to play games I hope he's not actually going to be a pilot... for in such a case MSFS is bad for the brain...makes your mind dangerously pregnant with bad ideas and habits
Started 1 day, 7 hours ago (2009-12-03 21:40:00)
by Ibis
http://www.caa.co.uk/docs/33/CAP773.pdf
Overlay Approaches
An overlay approach is one that allows pilots to use GPS equipment to fly existing non-precision instrument approach procedures. However, many of these overlays do not accurately reflect the correct approach procedure and may even represent a different speed category of aircraft. The normal equipment for that approach must ...
Started 1 week, 3 days ago (2009-11-24 09:49:00)
by hetfield
The only unique thing with this plane is it's taxing like a crab.
Started 1 day, 12 hours ago (2009-12-03 16:45:00)
by TimeOnTarget
Basically, yes. If I am on fire, I will take the risk of over run. ASAP implies that you are in more danger by staying in the air. I have been in helicopter emergencies that included the decision to land on a roof top. The risk of collapsing through the roof also has to be weighed against burning to death. Fire is a ASAP situation. Certain flight control issues are ASAP also.
ANSA means ...
Started 2 days, 17 hours ago (2009-12-02 12:01:00)
by kenparry
The short answer is "as little as possible". Why? Because the "span" of the fuselage is small, so any lift it does produce has a significant penalty in induced drag.
A slightly longer answer is that it depends on the aircraft's angle of attack, which in turn depends on airspeed, flap setting, and manoevring load ("g"). In the cruise, those types fly typically at around 2 or 3 degrees ...
Started 5 days, 19 hours ago (2009-11-29 09:30:00)
by BOAC
Not sure about NG's and I'm sure that in the present climate most companies
would choose to have you quietly 'ignore' the event, but when I started (on
the 200) there was an 'urban ( father to son type) legend' that Boeing said
4000 or 4200 (cannot recall which) as a minimum for departure. Certainly on
the NG, 4200 will occasion only the briefest flicker on a fully 'reduced'
departure - the ...
Started 3 days ago (2009-12-02 04:12:00)
by A Comfy Chair
For us it was a TSA directive that we make that PA, not an FAA. Don't know
its origin.
Started 1 day, 16 hours ago (2009-12-03 12:10:00)
by IndAir967
Not an A320 .. must be an 737..
9W does not operate A320.
Cheers !
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Hot threads for last week on Tech Log::
Started 2 months, 1 week ago (2009-09-23 12:56:00)
by RetiredF4
Answer to Dagger Dirk
Thanks for disqualifying my questions in that mannor.
Quote: Dagger Dirk
So I'd urge you to disregard this input below as a total red herring (for all the above reasons)
http://www. caa.govt.nz/safety_info/G...g_Handbook. pdf
It states on page 13
Quote:
Generally, the worst continuous icing ...
Started 1 week ago (2009-11-27 16:46:00)
by Alanwsg
I don't understand why a new type of tug is needed for this.
Can't the existing tugs just take the aircraft to the runways as they are?
OK ... the pilots can't control them from the cockpit, but so what?
Started 4 days, 10 hours ago (2009-11-30 18:21:00)
by roljoe
Hello papa600,
mainly, because the IAS is not anymore a actuel figure of the A/C speed..
for exemple, you could fly in a climb at a constant IAS..but the MN is constantly increasing...furthermore the speed limitations of the A/C will be based on MN..let's say above FL300
For the instrument..I confess it's quite "long time ago" but I still remember that's quite simple in term of ...
Started 1 week ago (2009-11-27 05:18:00)
by tbaylx
The ETOPS speed is only for planning purposes. In an actual diversion you
can fly whatever speed you think is best given the situation.
Started 1 month ago (2009-11-02 16:23:00)
by cobber_digger_buddy
Always got a smile out of the fact that the oil filler cap was in the cockpit between the pilots on the floor of the Dh2 Beaver, and the next time I do a raidal float endorsement, I'll be wearing full length oil proof overalls! great fun tho'!
Started 6 days, 14 hours ago (2009-11-28 14:13:00)
by Rainboe
I think you will find there are no regulations apart from company
regulations that apply. The company regulations will be accepted by the
licensing authority, so in effect, they then become enshrined as what is
required. So if there is nothing in your Ops manual, it is absolutely
reasonable to do what your captains do.
Started 2 days, 17 hours ago (2009-12-02 12:01:00)
by kenparry
The short answer is "as little as possible". Why? Because the "span" of the fuselage is small, so any lift it does produce has a significant penalty in induced drag.
A slightly longer answer is that it depends on the aircraft's angle of attack, which in turn depends on airspeed, flap setting, and manoevring load ("g"). In the cruise, those types fly typically at around 2 or 3 degrees ...
Started 2 weeks, 3 days ago (2009-11-18 01:59:00)
by con-pilot
Well with me it was all of the the things you mentioned. However, I believe the number one reason I liked the 727 so much as a pilot was its versatility or ability for using short runways. It really was fun to fly, but I've flown many other aircraft that I enjoyed flying more.
That being said the 100 series with the -9 engine was much more enjoyable than a 200 series with about any engine,...
Started 6 days, 15 hours ago (2009-11-28 13:44:00)
by FCS Explorer
a question to that: are the flaps running on battery power once the engine
is out?
Started 6 days, 5 hours ago (2009-11-28 23:48:00)
by AirRabbit
If someone is all up in arms about anyone using "leaving" instead of "vacating," I would suggest that person has way too much starch in his shorts!
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