http://www.airlinepilotforums.com The airliners we fly en Sat, 21 Nov 2009 01:16:28 GMT vBulletin 1440 http://www.airlinepilotforums.com/images/misc/rss.jpg http://www.airlinepilotforums.com http://www.airlinepilotforums.com/technical/45937-unmanned-airliners.html Fri, 20 Nov 2009 23:08:07 GMT Unmanned airliners are on their way but not yet according to FAA Administrator J. Randolph Babbitt

"One problem is ensuring unmanned aircraft can see and avoid other aircraft, Babbitt said. "Without a pilot who can look and scan to the left and the right -- just the way you and I do when we're backing out of a parking space -- there's a perceived level of risk that the American public isn't ready for."

I like how he already has supreme confidence in UAV's. The public has a problem of having a perceived risk of traffic avoidance. Not an actual one.

He goes on to say that "The idea of pilots flying remotely has been around for a long time. And it is, I truly believe, the way of the future."

The article link is below:

FAA chief: Unmanned aircraft not ready for routine U.S. use

Skyhigh ]]> Technical SkyHigh http://www.airlinepilotforums.com/technical/45937-unmanned-airliners.html http://www.airlinepilotforums.com/technical/45757-why-isnt-tcas-required-all-aircraft.html Fri, 13 Nov 2009 06:42:45 GMT This year alone, I can think of 2 mid-air collisions. The recent collision in NY, and the two training flights that collided in Florida earlier in the year. Why is TCAS not required for _ALL_ aircraft? In this day and age, there is no reason for 2 planes to collide. Why are we still dependent on... This year alone, I can think of 2 mid-air collisions. The recent collision in NY, and the two training flights that collided in Florida earlier in the year. Why is TCAS not required for ALL aircraft? In this day and age, there is no reason for 2 planes to collide. Why are we still dependent on the "see and avoid" technique when it is proven to be ineffective?

When this topic comes up, the argument I typically hear is "TCAS is expensive for my private aircraft". This may well be true, but if you can afford to own an aircraft, you can likely afford to spend a few thousand dollars protecting your life and your property from damage in a collision.

I'd also submit that TIS is not an acceptable substitute, as traffic data is not available everywhere, and it depends on ground based information. TCAS is self-contained, and works everywhere.

How many more people need to die before the ICAO / FAA mandate this rule? What do other pilots think? ]]> Technical Senior Skipper http://www.airlinepilotforums.com/technical/45757-why-isnt-tcas-required-all-aircraft.html http://www.airlinepilotforums.com/technical/45754-airbus-a380.html Fri, 13 Nov 2009 03:00:21 GMT Found these an interesting read. If already posted (and I'm too blind to find it), I'll delete.

The Technical Issues portion is worth reading. The A380's many "nuisance warnings" sound like my VW Passat, which is always dinging and giving me warnings about every little thing. Scares the heck out of me.

A380 In Service Report

A380 Cabin Comparisons - Flight Image of the Day ]]> Technical vagabond http://www.airlinepilotforums.com/technical/45754-airbus-a380.html http://www.airlinepilotforums.com/technical/45686-daft-turbine-questions-piston-pilot.html Wed, 11 Nov 2009 06:48:14 GMT Pardon the silly question, but apart from the increased weight and complexity, why aren’t jet engines designed to be feathered as a props are? I’d imagine the N1 blades at the front create a lot of drag just windmilling, so why isn’t there a way to reduce drag? Or are jets typically so powerful... Pardon the silly question, but apart from the increased weight and complexity, why aren’t jet engines designed to be feathered as a props are? I’d imagine the N1 blades at the front create a lot of drag just windmilling, so why isn’t there a way to reduce drag? Or are jets typically so powerful that engine out climb performance is still healthy?

On an equally silly note, do jets and turboprops have counter-rotating engines? I ask because I remember being taught about the descending blade producing more thrust in PPL school. Since turboprop and turbojet blades are airfoils, how do those planes escape the need to correct for it the same way a piston pilot has to? ]]> Technical Senior Skipper http://www.airlinepilotforums.com/technical/45686-daft-turbine-questions-piston-pilot.html http://www.airlinepilotforums.com/technical/45663-duchess-min-oil.html Tue, 10 Nov 2009 23:21:38 GMT It's not specified in the POH, talked to a few people and nobody knows the answer for sure. Maintenance said if it's run below 1qt it has to be overhauled but other than that, does anybody have a clue as to the min oil requirement for a O360-A1G6D ]]> Technical PGTx http://www.airlinepilotforums.com/technical/45663-duchess-min-oil.html http://www.airlinepilotforums.com/technical/45636-question-airplane-handling-high-altitude.html Tue, 10 Nov 2009 09:12:56 GMT In a thread somewhere, there was a comment stating pilots flying large/heavy jets at high altitudes should hand-fly some to get the feel of how the aircraft handles. While I have fair experience flying a straight wing in the low flight levels, I am wondering how a swept wing handles in rarefied... In a thread somewhere, there was a comment stating pilots flying large/heavy jets at high altitudes should hand-fly some to get the feel of how the aircraft handles. While I have fair experience flying a straight wing in the low flight levels, I am wondering how a swept wing handles in rarefied air. Is it akin to flying a small airplane near its service ceiling (semi-slow flight, sluggish to control inputs, unforgiving of uncoordinated flight)?

Thanks
J ]]> Technical FlyJSH http://www.airlinepilotforums.com/technical/45636-question-airplane-handling-high-altitude.html http://www.airlinepilotforums.com/technical/45557-why-not.html Sat, 07 Nov 2009 20:09:11 GMT This may be a dumb question but I'm going to ask it anyways. I'm a student pilot, very close to getting my ticket. I've been doing some research on parasitic drag and what the aircraft manufacturers are doing to try to reduce drag and increase fuel efficiency. Adding winglets is a very effective way to reduce this drag, increase fuel efficiency and also adding lift without increasing the size of the wing. As an engine mechanic in the AF I've worked on several types of planes that have been modified over and over to increase their capability and life to an already old airframe. These planes have been flown long past the manufacturers estimated lifespan due to these modifications. Ok, here's my question. Why don't the airlines modify their older aircraft, which still have alot of life, with winglets in an attempt to reduce fuel costs? It seems to me that it would be a simple modification that would have great financial benefits in the long run. ]]> Technical KC135guy http://www.airlinepilotforums.com/technical/45557-why-not.html