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Airbus fcom definition of damaged engige: 1. Successive engine stalls 2. N1 n2 no rotation or misbehaviour 3. Egt overlimit 4. High vibrations 5. Loss of hydraulic liquid Only 2 or more of these items should appear together, to suspect an engine as damaged
I've noticed that Airbus aircraft have a higher angle of attack during approach. I guess it's because they have a more forward CG loading and need more tail-down force or something.
Hello Joe, Can you make some videos in the sim about FPVs, please? For example non precision approaches and steep turn by using FPV (bird). It would help understanding this topic much better. Thanks.
during Xwind landing fpv locates somewhere in Africa compare to the main bird and centre of pfd at all. I use it only when I fly without fd and I need level off.
During certification tests of a CFM56-7 engine EEC software upgrade, a remote condition was identified in which rapid thrust reverser deployment after operating at high forward thrust could exceed thrust reverser design load limits. The 737NG reverser blocker door design is such that the design load of the thrust reverser inner wall is highest when the translating sleeve is 60% deployed. To prevent exceeding the design load, the engine must be spooled down before reverse thrust is selected. Tests determined that a minimum of 3.1 seconds between high forward thrust and thrust reverser deployment was needed to ensure the thrust reverser design load limits are not exceeded. Flight tests have shown that this 3.1 second delay can be achieved by sequentially retarding the thrust levers to idle, manually raising the SPEED BRAKE lever, and then deploying the thrust reversers. Flight tests have also shown that a two-step maneuver, i.e., retarding the thrust levers to idle and deploying the thrust reversers, thus automatically raising the speed brakes, does not provide the needed time delay. This condition is not unique to this EEC software upgrade; the same condition exists in all previous EEC software versions. The condition is, therefore, possible on all 737NG airplanes. After discussions with the FAA, it was decided that all 737NG airplanes must use the three-step RTO maneuver as published in the FCOM/QRH and in AFM Section 2, Page 14. For commonality between the 737NG, 737-300/400/500 and 737-100/200, Boeing will not approve a different maneuver for the earlier 737 models.
Retired airline pilot 25 years flying Boeing 737/57/67 aircraft. I don’t think you have ever been in the cockpit as a pilot. You do not mention one of the most important components of flying any aircraft, TRIM.
An airline pilot of 25 years and you don't know the A320 AUTO TRIMS? That's why there's no mention of it.. you don't trim it manually. Sounds like you're the one who's never been in a cockpit. Maybe it's that you're commenting on an A320 landing video having only flown Boeing.. go figure.
