Ask The Pilot

Just flew TK on an A321NEO LGW-IST and there was no one in 1A on take off. After, a person in flight crew uniform occupied the seat, chilled out, ate etc. Then just before landing, back into the coughpit.

Is it likely he was either Captain or FO and just left his peer to it? Is that even allowed...?
 
Where are the cup holders?
By the sidewalls. And they’re big enough to hold large water bottles.
Just flew TK on an A321NEO LGW-IST and there was no one in 1A on take off. After, a person in flight crew uniform occupied the seat, chilled out, ate etc. Then just before landing, back into the coughpit.
The most likely explanation is that he was additional crew, especially as they would seem to have kept the seat unoccupied for him. So, perhaps a check pilot, or if some training was happening, then the ‘safety’ pilot (who really only needs to be there for climb/descent).
Is it likely he was either Captain or FO and just left his peer to it? Is that even allowed...?
Unlikely given that the company had left a seat open for them. As for whether it’s allowed, that would depend upon the airline and local regulator’s rules.
 
27-93-01A. Prim 1
Can you please explain the architecture. There are 3 FCPC (primary) and 2 FCSC (secondary) with FCPC#1 as the "master'. (A330)
My understanding is that all 4 FC + Master FC whether primary or secondary operate concurrently in all circumstances. In other words, they are not necessarily redundant and used only in a failure?
 
Can you please explain the architecture. There are 3 FCPC (primary) and 2 FCSC (secondary) with FCPC#1 as the "master'. (A330)
My understanding is that all 4 FC + Master FC whether primary or secondary operate concurrently in all circumstances. In other words, they are not necessarily redundant and used only in a failure?
I did once know this off the top of my head, but now my brain hurts just thinking about it.

From the 380 flight manual. The 380 is a lot more capable than the 320/330, but the ideas are the same. In the 380, the SECs are identical computers to the PRIMs, though their functions are somewhat restricted. Engineering can interchange them though.

There are three PRIMs. Each PRIM can operate one or both APs, and/or FDs, and/or A/THR. Due to the fact that each PRIM can operate the A/THR, there are three A/THR channels.

To determine which PRIM will operate the engaged AP(s), FDs, and A/THR, each PRIM computes its operational capability, taking into account:
- Manual flight control law capability
- FE, AP, and approach capability
- A/THR capability.

The Master PRIM is the PRIM that has the best operational capability. The Slave 1 PRIM has the second best operational capability, and the Slave 2 PRIM has the third best.

When all the PRIMs have the same capability:- PRIM1 is the Master PRIM
- PRIM2 is the Slave 1 PRIM
- PRIM3 is the Slave 2 PRIM.

The Master PRIM has the priority to operate AP(s), FDs and A/THR.

If the Master PRIM loses the best operational capability, the engaged AP, FDs and A/THR do not disconnect. They are transferred to the Slave 1 PRIM, and:
- The Slave 1 PRIM becomes the Master PRIM
- The two other PRIMs become Slave 1 PRIM and Slave 2 PRIM.
 
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So does that mean the Master delegates Flight control tasks to the other slaves during normal ops?.
No, though there are some spoiler panels that are controlled by an individual computer. Loss of that computer means loss of those panels, but I doubt that you'd notice.
How many flight control computers are required in Direct law?
Direct law really relates to the reliability of inputs, so it's possible to be in direct, but with all of the computers functioning. Any one FCC, be it a PRIM or a SEC can fly the aircraft.

Another way of thinking about direct law...is that that is the 'law' that the 737/747/757/767 are in all the time. Well, maybe not the MAX.
Got a reference? In any event, the SECs would be waiting their chance.
I use the flight plan, most times, it's pretty much all it's good for.
Being made of paper, I thought it might have other uses.
 
In the FB feed an article about using an A380 for domestic MEL-SYD to cover some flights. As it's a domestic flight can they park it at the domestic terminal? Or will they just park it away from the terminal and bus in 500 pax?
 
In the FB feed an article about using an A380 for domestic MEL-SYD to cover some flights. As it's a domestic flight can they park it at the domestic terminal? Or will they just park it away from the terminal and bus in 500 pax?
Neither, it's running out of the international terminals.
 
OK, maybe I'm going mad but I don't ever remember seeing this on an A380 at the back of the bird. Is this an EK custom add on?
20240224_150402.jpg
 
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