From my previous source in that incapacitation question:
Two outflow valves are installed: one forward and one aft. Normally, most of the outflow is through the aft outflow valve. This improves ventilation and smoke removal. Cabin altitude and full ventilation rates can be maintained by either valve. Source
There is only one pressurization system for the whole aircraft. The two outflow valves regulate the airflow moving through the cockpit and cabin respectively, the intake air comes from engine bleed air, which is quite hot, and is mixed with outside ambient air to regulate the temperature through two or more heat exchangers, depending on the make and size of the aircraft. If there were two pressurization systems, one for the cockpit and one for the cabin, there would have to be a pressure bulkhead between the cockpit and the cabin, and there isn't.
The Boeing 777 has fore and aft pressurisation switches (see example here). If the aft switch was forgotten on takeoff, could this cause a loss of cabin pressurisation when the aircraft reaches altitude?
I've never seen a 727's aft stairs open, but presumably, based on an Wikipedia image and common sense, they do reach the ground when the aircraft is on the ground. Furthermore, (as I understand it), airliners land with a positive pitch, which means that assuming a level runway, the rear of the aircraft will touch down first. However, this suggests that if the aft stairs of the 727 were open during landing, they would impact the ground during landing and, given the pitch, do more than scrape the ground and cause damage to the aircraft. However, DB Cooper's jump left the aft stairs open
I have X-Plane 10 with Boeing 777 Worldliner Pro- Extended Pack, which is designed to model the real-world operation of the 777. Why does the AP never go to the heading hold direction even if I press the hold button?
to switch to ground frequency with this clearance (assume I just landed)? N12345, right on E, cross 27 R, contact ground .9 Should I call ground (or switch frequency, so I no longer hear the tower) before or after crossing 27 R? My by-the-book assumption would be immediately, as there's no "then" or "after crossing" or similar, but somehow that feels wrong. I suppose normally it doesn't... wait a bit longer, but knowing myself, if I hadn't thought about it ahead of time I'd probably switch right away. The only reason I can think of for saying it this way is if 27 R is not an active
Quoting from page 162 of the book "Fatal traps for helicopter pilots" by Greg Whyte: Hydraulic jack stall (servo transparency) in (AS-350) helicopter is an aerodynamic phenomenon can occur when the helicopter is flown outside it is normal flight envelope and subjected to positive maneuvering (g-loading). It results in uncommanded aft and right cyclic and down-collective motion accompanied by pitch up and right roll of the helicopter. My question: What is reason for uncommanded aft and right cyclic collective down pitch up and right roll?
I think i've read that the B787 has a common type rating with the B767 and B777. But I also think I've read that pilots are only allowed to fly two types of aircraft at a time... So when they go to fly the 787, do they have to give up one of the their ratings if say they were previously allowed to fly the 767 and 777? Would the same still apply for say a B757 and B767 which have very similar flightdecks? EASA and FAA perspectives would be appreciated :)
When I took delivery of a new Cessna 182T last year, I did a test flight for certification purposes. During the test flight we had to perform a power off stall but that didn't go as planned.... This "mushing" went on for what seemed ages before I eventually applied power and pushed the nose down to gain airspeed again. We tried it again after that and the same thing happened. I had an instructor... anymore. There was a passenger in the back seat, fuel tanks only half full so the CG was more aft than usual, but well within limits Ever since that flight I've wondered: What could cause
One seemingly plausible theory about the MH370 disappearance is that one or other of the pilots locked the other one out of the cockpit and then depressurised the cabin. However, this answer mentions a code that can be entered to unlock the cockpit door. Could this apply in this case (on a 777)?
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.
If the center of gravity of an airplane is too far aft it will become more unstable, if the CG is too far forward then drag will increase due to increased angle of attack. But what are the benefits to operating with the CG near the aft, or forward, CG limits? In what situations would one choose to do so?