I was flying a Fokker 100 a few months back over central Europe. We had probably just reached cruising altitude when the cabin temperature suddenly skyrocketed without reason, with the air coming out probably around 30 degrees (Celsius). After complaints by fellow travellers it became cooler. Is there any reason why it would do this?
I guess the pilots might have done it, but I see no reason for it, so could the aircraft have done it on its own accord?
Over Central Europe in the winter time, air becomes tremendously cold. Since warm bleed air from the compressor stage of a jet engine is used for cabin heating, the pilots might have set temperatures to maximum in order to warm the cabin. But being in a climb, almost all power of the engines is required for lifting the aircraft, thus leaving only little excess bleed air to be used for heating. During normal days and outside air temperatures this should be enough, though.
By levelling out the aircraft, the engines are spooled back (less power required than in climb -> hence more excess bleed air available -> higher ability to warm the cabin in cruise than in climb). If the pilots/cabin attendants just didn't realize this circumstance rapidly enough, the cabin is being flooded with maximum heating air from the engines.
I was flying a Fokker 100 a few months back over central Europe. We had probably just reached cruising altitude when the cabin temperature suddenly skyrocketed without reason, with the air coming out probably around 30 degrees (Celsius). After complaints by fellow travellers it became cooler. Is there any reason why it would do this? I guess the pilots might have done it, but I see no reason for it, so could the aircraft have done it on its own accord?
the similarities would make training easier. I know a similar project was done on the DC-10s becoming MD-10s, as well as some Saudi MD-90s to be similar to MD-11, but both of these were long-time consuming projects. But I'm wondering if there are any aircraft which have this possibility and if not, why not? I'd see it as an opportunity to Boeing to have a 787 flightdeck shared with say the 777. ...With the new Boeing 787 where Boeing has provided the capability to swap engine types if the aircraft goes to a new operator quite quickly, I'm wondering if there are any interchangeable flightdecks
about electronic devices in flight, and that's not what I'm interested in. I also realize that airliners already carry an ELT. If a paranoid passenger brought one on board, would these devices function at all from inside an airliner cabin? Some feed GPS location data to a 406MHz locator beacon, and those would potentially be less useful (as they'd have to be at hand and probably triggered manually...There've been a lot of questions lately about tracking aircraft, and after a conversation with a friend of a friend I started wondering: Could a PLB or EPIRB carried by a passenger or crew member
that in the current design, there's a great deal of space wasted over the passengers' heads. And that many of us passengers already do our best to sleep through flights. Hence my question: Is there any reason an airline couldn't introduce a cabin in which some or all passengers travel in a reclining, rather than sitting, position? Seems to me that it would be more comfortable (except for claustrophobes... (or cargo restraint webbing? I'm not sure I'm joking) could handle the remaining risk. No, I don't really think it would be commercially viable ... but I'm wondering whether folks who actually Know
Non-precision instrument approaches generally have altitude restrictions which get lower when you get closer to the airport. I always figured these restrictions were AMSL using the current altimeter setting, not compensating for temperature. Some have heard the mnemonic that mountains are higher come wintertime, which basically means that colder weather make your altimeter read higher than you... ground level. Although I don't see any obstructions that high during this segment of the approach, as far as I know instrument approaches are supposed to guarantee a 500 ft obstacle clearance, do
When I first started flying jet aircraft, I found different instruments that measure temperature in different ways and it was quite confusing. What is the difference between Outside Air Temperature, Ram Air Temperature (RAT), Total Air Temperature (TAT), Static Air Temperature (SAT), and any that I might have missed?
was that this was dangerous to flight operations, and could have resulted in disaster had there been any emergency on-board during the event. Also, that this could result in an unruly cabin environment where in-flight safety of the crew and passengers would be affected. Were the actions (suspension of pilots and showcause notice to the airline) justified? Is a dancing cabin crew dangerous... of the pilots can be seen recording the dance on his camera. SpiceJet specially planned this event, and had extra cabin crew on-board the flight as a precaution. Also, during the dance, one of the pilots
So the answer in my mind is "of course pilots can fly circling approaches at non-towered airports" (seriously, I could swear that I've done it before, but then again I can't think of any specific... may only be given for aircraft landing at airports with operational control towers. So then the question becomes, why do they have circling minimums at non-towered airports?? No tower here. ATC can't clear me to circle. Why do we have circling minimums??
So the EGT gauge on the 172 (and other cessna singles?) doesn't have a numerical scale on it, just markings every 25 degrees. I know that one is supposed to use the EGT for leaning operations (ROP, LOP, what have you), but it's always stymied me that there are no actual numbers on it. Any reason why this is so?
There are various services that use world-wide Boeing Winds for forecast wind data which can be used to calculate an approximate flight time between two locations. They usually have best case, worst case, and average case for each location, altitude, and date in the future. I have searched and searched Google to no avail. Where can this wind data be found, and how can it be used..., with or without altitude changes. Calculates average enroute wind and temperature or any reliability (quantile) between 50% and 99%. Months or seasons, reliabilities, altitudes, and speeds may