Skyhigh777
Junior Member
- Joined
- Jan 20, 2013
- Posts
- 47
JB, what was it about the A380 that made you want to convert to it from the 744? Was it time for something new? Do you ever miss flying the Boeing planes?
Thanks
Thanks
JB, what was it about the A380 that made you want to convert to it from the 744? Was it time for something new? Do you ever miss flying the Boeing planes?
As the 747s were being withdrawn from service there would now be quite a bit less work for those who did not train on the A380. Is that how it works?
Sort of related to this jb747, did you hold qualifications for the 747 and the 380 at the same time, if so, how long did they overlap. If they did overlap where you able to flit between the types.
Just a quick one; on either b744 or the a380 how many engines have generators? And how "fast" or what power output do they require to power the systems? Finally, do they automatically connect to the systems or do you need to sync/connect them manually?
Like all things electric, it's basically magic.....
Like all things electric, it's basically magic.....
A couple of weeks ago, an EK A380 had an engine shutdown mid flight. They decided to continue on rather than divert straight away. Now obviously we can't speculate exactly what was going on, but I'm under the impression that there is little risk of continuing on with 3 engines in a 4 engine jet if the failure has to do with the engine itself?
http://www.australianfrequentflyer.com.au/community/travel-news/ek-a380-flys-over-5000-a-55489.html
Without expecting you to comment specifically on this incident ( http://www.australianfrequentflyer....k-a380-flys-over-5000-a-55489.html#post932910 ):
- What are the pros and cons of electing to continue vs divert immediately?
- What is the perceived "safety" of continuing "long haul" to destination with only 3 engines?
Engine failures are, in themselves, very rare, and from the coughpit there is very limited information on the exact state of the engine. My basic take is that I'd run a shut down engine for as little time as possible. You don't really know just what hours of windmilling are doing.
Correct me if I'm wrong but don't modern aircraft have systems that automatically send stats (performance, etc) to their home base every 10-20 mins inflight, and I understand there is information that is automatically sent to the engine manufacturers about the engines (though perhaps not during the flight) that could also be/is also sent to home base? So, is it possible that Emirate's operations in Dubai did know more than the pilots about the specific engine issue and could provide this information to them?
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jb747, so let's say that there's an engine failure on your A380 an hour out of LHR enroute to DXB, how would you decide which A380-capable alternate to use (assuming all have perfect weather and are available)? I understand that there's really not just one answer to this, but I'm more interested in the decision making process, e.g. what factor would you look at first and/or be considered more important, and so on?
Does the APU exhaust create any usable thrust?
To be crude...about the same as the average fart.