Your Suggestions To Improve Aircraft???
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Your Suggestions To Improve Aircraft???
Hi,
Through your experience in aviation (pilots, mechanics, engineers, dispatchers, etc..) you may come to certain conviction that there are some imperfections, lacks, deficiencies in the aircrafts. I remember a 747 captain and instructor (very knowledgeable) saying: I miss in the 747 the angle of attack indicator which shows the pilots the best L over D.... He said also when I fly the Learjet I don't care about speeds, I fly with AOA indicator to tell me what speed to choose (he flew military airplanes, executive jets, and airliners). Some professionals in many aviation forums mentioned the lack of redundancies in many aircrafts mainly after certains famous incidents like: BA 747 flying through volcanic ash cloud, Gimli glider (767 in canada), or Air transat.
I am sure most of us have an idea regarding certains imperfections and lacks in certain aircraft systems, cockpit, safety, procedures, etc (or what you think it is deficiency). I would like to know your opinions in this subject especially about your suggestions to remedy these problems and deficiencies.
I know you are not aircraft designers (me either
) and I know the aircraft designers are very professional scientists and engineers (they look to the aircrafts from all differents aspects), but we are all human beings (fallible). The aircraft manufactors still making modifications through service letters (SL) service bulletins (SB),.etc. The evolution of the jet from B 707 to 787 or from A 300 to 380) is an example of all these improvements brought to the aicrafts.
So what I am expecting from is your opinions and mostly your suggestions to improve the aircrafts: [safety and redundancy in case emergencies like RTO, engine fire, all engine flame-out, common cause failures mostly in case long diversion time (up to 207 minutes or more), redesign of certain aircrafts systems, reduce maintenance cost and enhance safety during engine run up for ground test, reduce the operating cost of aircrafts and turn-around time, reduce pilot's workload and panic mainly during emergencies by providing more standby devices, etc..
I am expecting many answers from you ( I hope I will be spoiled
)
Any feedback is very appreciated, but PLEASE NO COMMENTS REGARDING WHAT THE 747 CAPTAIN SAID OR THE AIRCRAFT INCIDENTS (GIMLI GLIDER, AIR TRANSAT, ETC.). Please only your opinions and suggestions to improve the aircrafts (BOEING & AIRBUS).
Thank you for your help in advance.
Best regards
Through your experience in aviation (pilots, mechanics, engineers, dispatchers, etc..) you may come to certain conviction that there are some imperfections, lacks, deficiencies in the aircrafts. I remember a 747 captain and instructor (very knowledgeable) saying: I miss in the 747 the angle of attack indicator which shows the pilots the best L over D.... He said also when I fly the Learjet I don't care about speeds, I fly with AOA indicator to tell me what speed to choose (he flew military airplanes, executive jets, and airliners). Some professionals in many aviation forums mentioned the lack of redundancies in many aircrafts mainly after certains famous incidents like: BA 747 flying through volcanic ash cloud, Gimli glider (767 in canada), or Air transat.
I am sure most of us have an idea regarding certains imperfections and lacks in certain aircraft systems, cockpit, safety, procedures, etc (or what you think it is deficiency). I would like to know your opinions in this subject especially about your suggestions to remedy these problems and deficiencies.
I know you are not aircraft designers (me either
) and I know the aircraft designers are very professional scientists and engineers (they look to the aircrafts from all differents aspects), but we are all human beings (fallible). The aircraft manufactors still making modifications through service letters (SL) service bulletins (SB),.etc. The evolution of the jet from B 707 to 787 or from A 300 to 380) is an example of all these improvements brought to the aicrafts.So what I am expecting from is your opinions and mostly your suggestions to improve the aircrafts: [safety and redundancy in case emergencies like RTO, engine fire, all engine flame-out, common cause failures mostly in case long diversion time (up to 207 minutes or more), redesign of certain aircrafts systems, reduce maintenance cost and enhance safety during engine run up for ground test, reduce the operating cost of aircrafts and turn-around time, reduce pilot's workload and panic mainly during emergencies by providing more standby devices, etc..
I am expecting many answers from you ( I hope I will be spoiled
)Any feedback is very appreciated, but PLEASE NO COMMENTS REGARDING WHAT THE 747 CAPTAIN SAID OR THE AIRCRAFT INCIDENTS (GIMLI GLIDER, AIR TRANSAT, ETC.). Please only your opinions and suggestions to improve the aircrafts (BOEING & AIRBUS).
Thank you for your help in advance.
Best regards
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Your Suggestions To Improve Aircraft???
Hi,
Through your experience in aviation (pilots, mechanics, engineers, dispatchers, etc..) you may come to certain conviction that there are some imperfections, lacks, deficiencies in the aircrafts. I remember a 747 captain and instructor (very knowledgeable) saying: I miss in the 747 the angle of attack indicator which shows the pilots the best L over D.... He said also when I fly the Learjet I don't care about speeds, I fly with AOA indicator to tell me what speed to choose (he flew military airplanes, executive jets, and airliners). Some professionals in many aviation forums mentioned the lack of redundancies in many aircrafts mainly after certains famous incidents like: BA 747 flying through volcanic ash cloud, Gimli glider (767 in canada), or Air transat.
I am sure most of us have an idea regarding certains imperfections and lacks in certain aircraft systems, cockpit, safety, procedures, etc (or what you think it is deficiency). I would like to know your opinions in this subject especially about your suggestions to remedy these problems and deficiencies.
I know you are not aircraft designers (me either ) and I know the aircraft designers are very professional scientists and engineers (they look to the aircrafts from all differents aspects), but we are all human beings (fallible). The aircraft manufactors still making modifications through service letters (SL) service bulletins (SB),.etc. The evolution of the jet from B 707 to 787 or from A 300 to 380) is an example of all these improvements brought to the aicrafts.
So what I am expecting from is your opinions and mostly your suggestions to improve the aircrafts: [safety and redundancy in case emergencies like RTO, engine fire, all engine flame-out, common cause failures mostly in case long diversion time (up to 207 minutes or more), redesign of certain aircrafts systems, reduce maintenance cost and enhance safety during engine run up for ground test, reduce the operating cost of aircrafts and turn-around time, reduce pilot's workload and panic mainly during emergencies by providing more standby devices, etc..
I am expecting many answers from you ( I hope I will be spoiled )
Any feedback is very appreciated, but PLEASE NO COMMENTS REGARDING WHAT THE 747 CAPTAIN SAID OR THE AIRCRAFT INCIDENTS (GIMLI GLIDER, AIR TRANSAT, ETC.). Please only your opinions and suggestions to improve the aircrafts (BOEING & AIRBUS).
Thank you for your help in advance.
Best regards
Through your experience in aviation (pilots, mechanics, engineers, dispatchers, etc..) you may come to certain conviction that there are some imperfections, lacks, deficiencies in the aircrafts. I remember a 747 captain and instructor (very knowledgeable) saying: I miss in the 747 the angle of attack indicator which shows the pilots the best L over D.... He said also when I fly the Learjet I don't care about speeds, I fly with AOA indicator to tell me what speed to choose (he flew military airplanes, executive jets, and airliners). Some professionals in many aviation forums mentioned the lack of redundancies in many aircrafts mainly after certains famous incidents like: BA 747 flying through volcanic ash cloud, Gimli glider (767 in canada), or Air transat.
I am sure most of us have an idea regarding certains imperfections and lacks in certain aircraft systems, cockpit, safety, procedures, etc (or what you think it is deficiency). I would like to know your opinions in this subject especially about your suggestions to remedy these problems and deficiencies.
I know you are not aircraft designers (me either
) and I know the aircraft designers are very professional scientists and engineers (they look to the aircrafts from all differents aspects), but we are all human beings (fallible). The aircraft manufactors still making modifications through service letters (SL) service bulletins (SB),.etc. The evolution of the jet from B 707 to 787 or from A 300 to 380) is an example of all these improvements brought to the aicrafts.So what I am expecting from is your opinions and mostly your suggestions to improve the aircrafts: [safety and redundancy in case emergencies like RTO, engine fire, all engine flame-out, common cause failures mostly in case long diversion time (up to 207 minutes or more), redesign of certain aircrafts systems, reduce maintenance cost and enhance safety during engine run up for ground test, reduce the operating cost of aircrafts and turn-around time, reduce pilot's workload and panic mainly during emergencies by providing more standby devices, etc..
I am expecting many answers from you ( I hope I will be spoiled
)Any feedback is very appreciated, but PLEASE NO COMMENTS REGARDING WHAT THE 747 CAPTAIN SAID OR THE AIRCRAFT INCIDENTS (GIMLI GLIDER, AIR TRANSAT, ETC.). Please only your opinions and suggestions to improve the aircrafts (BOEING & AIRBUS).
Thank you for your help in advance.
Best regards
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Your Suggestions To Improve Aircraft???
Hi,
Through your experience in aviation (pilots, mechanics, engineers, dispatchers, etc..) you may come to certain conviction that there are some imperfections, lacks, deficiencies in the aircrafts. I remember a 747 captain and instructor (very knowledgeable) saying: I miss in the 747 the angle of attack indicator which shows the pilots the best L over D.... He said also when I fly the Learjet I don't care about speeds, I fly with AOA indicator to tell me what speed to choose (he flew military airplanes, executive jets, and airliners). Some professionals in many aviation forums mentioned the lack of redundancies in many aircrafts mainly after certains famous incidents like: BA 747 flying through volcanic ash cloud, Gimli glider (767 in canada), or Air transat.
I am sure most of us have an idea regarding certains imperfections and lacks in certain aircraft systems, cockpit, safety, procedures, etc (or what you think it is deficiency). I would like to know your opinions in this subject especially about your suggestions to remedy these problems and deficiencies.
I know you are not aircraft designers (me either ) and I know the aircraft designers are very professional scientists and engineers (they look to the aircrafts from all differents aspects), but we are all human beings (fallible). The aircraft manufactors still making modifications through service letters (SL) service bulletins (SB),.etc. The evolution of the jet from B 707 to 787 or from A 300 to 380) is an example of all these improvements brought to the aicrafts.
So what I am expecting from is your opinions and mostly your suggestions to improve the aircrafts: [safety and redundancy in case emergencies like RTO, engine fire, all engine flame-out, common cause failures mostly in case long diversion time (up to 207 minutes or more), redesign of certain aircrafts systems, reduce maintenance cost and enhance safety during engine run up for ground test, reduce the operating cost of aircrafts and turn-around time, reduce pilot's workload and panic mainly during emergencies by providing more standby devices, etc..
I am expecting many answers from you ( I hope I will be spoiled ). Any feedback is very appreciated, but PLEASE NO COMMENTS REGARDING WHAT THE 747 CAPTAIN SAID OR THE AIRCRAFT INCIDENTS (GIMLI GLIDER, AIR TRANSAT, ETC.). Please only your opinions and suggestions to improve the aircrafts (BOEING & AIRBUS).
Thank you for your help in advance.
Best regards
Through your experience in aviation (pilots, mechanics, engineers, dispatchers, etc..) you may come to certain conviction that there are some imperfections, lacks, deficiencies in the aircrafts. I remember a 747 captain and instructor (very knowledgeable) saying: I miss in the 747 the angle of attack indicator which shows the pilots the best L over D.... He said also when I fly the Learjet I don't care about speeds, I fly with AOA indicator to tell me what speed to choose (he flew military airplanes, executive jets, and airliners). Some professionals in many aviation forums mentioned the lack of redundancies in many aircrafts mainly after certains famous incidents like: BA 747 flying through volcanic ash cloud, Gimli glider (767 in canada), or Air transat.
I am sure most of us have an idea regarding certains imperfections and lacks in certain aircraft systems, cockpit, safety, procedures, etc (or what you think it is deficiency). I would like to know your opinions in this subject especially about your suggestions to remedy these problems and deficiencies.
I know you are not aircraft designers (me either
) and I know the aircraft designers are very professional scientists and engineers (they look to the aircrafts from all differents aspects), but we are all human beings (fallible). The aircraft manufactors still making modifications through service letters (SL) service bulletins (SB),.etc. The evolution of the jet from B 707 to 787 or from A 300 to 380) is an example of all these improvements brought to the aicrafts.So what I am expecting from is your opinions and mostly your suggestions to improve the aircrafts: [safety and redundancy in case emergencies like RTO, engine fire, all engine flame-out, common cause failures mostly in case long diversion time (up to 207 minutes or more), redesign of certain aircrafts systems, reduce maintenance cost and enhance safety during engine run up for ground test, reduce the operating cost of aircrafts and turn-around time, reduce pilot's workload and panic mainly during emergencies by providing more standby devices, etc..
I am expecting many answers from you ( I hope I will be spoiled
). Any feedback is very appreciated, but PLEASE NO COMMENTS REGARDING WHAT THE 747 CAPTAIN SAID OR THE AIRCRAFT INCIDENTS (GIMLI GLIDER, AIR TRANSAT, ETC.). Please only your opinions and suggestions to improve the aircrafts (BOEING & AIRBUS).Thank you for your help in advance.
Best regards
Afterburners on all ariliners to make them do mach five or so, to cut down on those long trips.
But seriously, I too miss an AoA meter, like the one I had on the C550 I used to fly.
Very handy indeed.
But seriously, I too miss an AoA meter, like the one I had on the C550 I used to fly.
Very handy indeed.
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(1) AoA indicator, or Speed Command (SC) as Douglas
would have called it,
(2) Real Time Satellite Weather pictures over-laid on the Map display (ND),
(3) FMC/FMS capable of RTOW computations with a full obstacle analysis for each runway (If the laptop that I carry can do it, so can the mega bucks FMC/FMS),
(4) External video cameras for all aircraft (a la B777-300) so you can see what all parts of the airframe / engine are up to,
(5) Plenty of stowage space for the huge amount of paperwork that we generate in our allegedly paperless cockpits.
That's for starters.
Regards,
Old Smokey
would have called it,(2) Real Time Satellite Weather pictures over-laid on the Map display (ND),
(3) FMC/FMS capable of RTOW computations with a full obstacle analysis for each runway (If the laptop that I carry can do it, so can the mega bucks FMC/FMS),
(4) External video cameras for all aircraft (a la B777-300) so you can see what all parts of the airframe / engine are up to,
(5) Plenty of stowage space for the huge amount of paperwork that we generate in our allegedly paperless cockpits.
That's for starters.
Regards,
Old Smokey
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Hi,
Thank you guys for your posts.
Old Smokey, thank you for suggestions.
1-I would like to know your opinions and suggestions regarding all engines flame-out at high altitude, mainly the redundancy for the electric, hydraulic, and pneumatic systems (certains famous incidents revealed that the expected redundancies in these systems are not sufficient): engine fuel feed (suction) is limited to a relatively low altitude, no standby system for air conditioning and pressurization, RAT power is very limited mainly durant the flare and the landing (certains systems that assist the aircraft to stop durant the landing are not operating): flap up, no reverse,...).
2-It seems that the problem of the depressurization (not a decompression, just no bleed air) is the less considered (to don't say not considered at all) in such case as mentioned by Old Smokey in another thread. Since modern aircrafts are flying above 40000 ft (for certain aircrafts like 747, the Max certified ceiling is 45100ft), so how long the oxygen will be available for the passengers during depressurization ?(all engines flame-out, and even if the APU is working it will not provide the pneumatic power at such altitude: for example the APU in 737-NG will provide only pneumatic power up to 17000 ft, 747's APU is not certified at flight as I read somewhere).
3-Old Smokey, why pilots will reduce the descent rate (at the minimum) if they want to restart engines at high altitude? (I tought they will increase the descent rate to have a quick restart, more airflow since air is thin at high altitude, I am asking you, not arguing with you I am not pilot).
4- I am wondering about an unpressurized ferry flight and without oxygen regarding:
-the bleed air (only from 1 engine) or more?
-Pack on (only 1) or more?
-Aft outflow valve (full open)?
And finally the last question: the aft outflow valve in the 737-NG is thrust recovery??? does it mean that the valve is providing thrust by taking advantage of the difference of air pressure between the fuselage and the ambient air??? or it means other thing. By the way this valve is fitted with 2 gates: aft gate and forward gate.
Old Smokey your 2 previous post in other thread were interesting, I hope I get more information from you and others regarding the questions I have posted (any feedback is very appreciated).
Thank you in advance.
Best regards
Thank you guys for your posts.
Old Smokey, thank you for suggestions.
1-I would like to know your opinions and suggestions regarding all engines flame-out at high altitude, mainly the redundancy for the electric, hydraulic, and pneumatic systems (certains famous incidents revealed that the expected redundancies in these systems are not sufficient): engine fuel feed (suction) is limited to a relatively low altitude, no standby system for air conditioning and pressurization, RAT power is very limited mainly durant the flare and the landing (certains systems that assist the aircraft to stop durant the landing are not operating): flap up, no reverse,...).
2-It seems that the problem of the depressurization (not a decompression, just no bleed air) is the less considered (to don't say not considered at all) in such case as mentioned by Old Smokey in another thread. Since modern aircrafts are flying above 40000 ft (for certain aircrafts like 747, the Max certified ceiling is 45100ft), so how long the oxygen will be available for the passengers during depressurization ?(all engines flame-out, and even if the APU is working it will not provide the pneumatic power at such altitude: for example the APU in 737-NG will provide only pneumatic power up to 17000 ft, 747's APU is not certified at flight as I read somewhere).
3-Old Smokey, why pilots will reduce the descent rate (at the minimum) if they want to restart engines at high altitude? (I tought they will increase the descent rate to have a quick restart, more airflow since air is thin at high altitude, I am asking you, not arguing with you
I am not pilot).4- I am wondering about an unpressurized ferry flight and without oxygen regarding:
-the bleed air (only from 1 engine) or more?
-Pack on (only 1) or more?
-Aft outflow valve (full open)?
And finally the last question: the aft outflow valve in the 737-NG is thrust recovery??? does it mean that the valve is providing thrust by taking advantage of the difference of air pressure between the fuselage and the ambient air??? or it means other thing. By the way this valve is fitted with 2 gates: aft gate and forward gate.
Old Smokey your 2 previous post in other thread were interesting, I hope I get more information from you and others regarding the questions I have posted (any feedback is very appreciated).
Thank you in advance.
Best regards
