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ykikamoocow

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Posts posted by ykikamoocow

  2. Posted

    I had what sounds like the same problem, always a few minutes after takeoff, the standby attitude indicator was unaffected though. For me it was due to inadvertently being in a power saver mode on my laptop. Once I set it back up for max performance, the problem disappeared.

     

     

     

     

    Jon 

  3. Posted

     Hi, I've had this happen several times. For me it was due to inadvertently using a power saving mode on my laptop, when I let everything run at 100% the problem disappeared. Note how the standby AI is fine, so you can still get it down with everything else toppling. It's actually a great bug, a bit of a challenge in bad weather.

     

     

    Jon

  5. Posted · Edited by ykikamoocow

    Qantas have a pilot training scheme. Like a cadet programme. It costs a fortune to go to and you need to have the highest grades possible in school. They very rarely take pilots from their own programme. They only take someone if they really stand out from the crowd. So the limited number of people that get in can waste all that money and time and Qantas will turn around and say no
    Actually you don't need high grades the requirements for the Qantas cadetship were (it is currently suspended):
    • A pass in Year 12 English, OR a pass in a suitable humanities/social science type subject at Degree level; and
    • A pass in a suitable Year 12 Mathematics subject, OR a pass in a suitable Degree level Mathematics subject; ORA fully completed Bachelor Degree in any discipline;
    • Be currently completing the relevant Year 12 subjects or other education criteria.

    They take over 90% of those who make it into the program- just like the vast majority of direct entry new hires get through their probation period. Results in psychometric and aptitude testing and interviews is what determines selection not iq intelligence or academic results. Leadership qualities, ability to work in a team, persistence/determination in pursuing a flying career and ability to easily get on with people are qualities they look for. I think it is much the same for airline cadetships around the world. Last I heard was 2-3% of applicants were successful. Jon

  7. Posted

    good question, it does say on the link I provided that each intersection should include it's relationship to neighboring navaids radial/dme or bearing on LE charts, (Al's chart above is I assume not a LE chart). So I assume it is not just enroute navaids in VOR-VOR legs but is also referring to offroute navaids that define intersectionsJon

  9. Posted

    And how should we know that Flaps Acceleration Height is 1000 fts AGL and THR reduction to CLB should happen at flap 5 or any altitude? How to set the correct value?Other question: flaps acceleration and THR reduction shouldn't happen at the same time ?Etienne P.
    Etienne it is airline specific, for example the Qantas 744 SOP was a flap 20 takeoff with an acceleration height of 1500ft and I thinka flap 5 thrust reduction (this is what it was 10 years ago- may have changed since) cheersJon

  10. Posted

    TAT-54!!!Where were you flying, and what was the SAT?Jon,The controlling factor for icing is TAT, not SAT. Also, it's recommended that anti-ice NOT be used below -40TAT. It's not that you can't get icing any at all, but rather that at such low temps, moisture is in the presence of relatively harmless ice crystals that do not adhere to the aircraft. In these extreme conditions, using anti ice could actually heat the surfaces to the point where the crystals DO adhere to the aircraft. At that point, you've created a real problem for yourself. Anti ice should only be used in visible moisture when -40<TAT<+10.Paul
    you're right, I actually meant to say engine icing, TAT is still generally the yardstick however I was reading a pprune thread which mentions that the 737-200-400 FCOM states that engine anti-ice at cruise is not required with SAT below -40C, so it appears SAT is used as a marker in climb/cruise at least with that particular type. [edit: it turns out SAT<-40C is also used in the A320 and A330 manuals]eg. for a330:'Nacelle Anti-Ice must be ON during all ground/flight ops when icing conditions exist or are anticipated (OAT/TAT is +10

  11. Posted

    Just noticed looking at your pic, you have your engine,airframe and windshield anti-ice all on, none are required as you are not in icing conditions. It is virtually impossible to have airframe icing below -40C SAT (static air temp). You realize fuel freezing conditions and airframe icing conditions are completely different and that use of engine inlet and airframe anti-ice has no effect on fuel temperature? [Just realized you probably left them on from your climb through icing conditions, but worth pointing out anyway for people new to this]cheersJon

  13. Posted

    I'm glad you speak for the team. I'm glad I directed this question at you. Your answers have provided valuable insight into nothing. Nice job. :(
    Though we do have insight now into the fact that 'ephemeral' has a brown nose....and strong meaningless opinionsJon

  17. Posted

    Slats are extended automatically because of the Low Speed protection
    Bryan I think you have confused the low speed protection (which doesn't automatically extend the slats) with the stall warning/stick shaker activation (which does). (Edit to add) I think what has happened here is that the slats have not been retracted after takeoff and the aircraft has got to 27000ft at which point the minimum and maximum speed for the slats extended condition have converged - triggering the speed protection. Jon
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