bluesy

Actually crew on aircrafts use CB more than you think when Thye have problems, it will be stated in the QRH, but im not trainned on the T7 so i dont know if its like the A330/340 with reset breakers instead

Actually SAS has HUD in several 737NG and is considering getting it in all of them, if that havent happend yet (now been working on that aircraft for some time, so dont remember if its allready there), and i can tell you the pilots love it, its easy, safe and most of all, reduces the amounts of going to alternate airports.So just because some airlines dont have it, doesnt mean its a gimick, it is very usefull and the reason new aircrafts have it and many airlines look into what it cost compared to what they will save.

Lol i didnt know anything is closed ever in an airport, except for good service and shops :( i have tried to meet 1 january at 6am (very early when you have been to a new years party, not drinking of course) and take over for the guys that have just been 9 hours at work while everyone else in the world is having fun :(

Well Sweden is not Denmark ;) but the education is the same.Philip: Im a Tech in Denmark and work at SAS as an Aircraft Technician, its actually very hard to get in, you have to pass the first school part and then apply for a trainee position, then the education depends on how you manage it, and it can be extended to get the avionic part to (in the Scandinavian countries, the education is based on airframe (everything but avionic) and avionic)My advice get into TEC and work your &@($* off and show that you have the passion and will work hard, only the best is selected, at the first part of the education they will allso be able to help you find out where you can become a trainee.Expect a lot of shift work, we work all around the clock and a lot of weekend work to, i work every second weekend, so be prepared that this is part of the job, a huge part of the maintenance is done during the night.

Im a tech on the B737NG and i cant see the problem, besides people comparing newly painted aircrafts vs worn aircrafts.When the bulb in the over wing escape light has been changed once, the paint will be flawed and you can see the edge around the housing, and that is what is cheating the eyes and making the reallife look bigger, but like the Air Berlin picture shows, that is not how it looks when newly painted.

i both fly and work as ATC on IVAO and some people really have huge problems with distortion and other anoying things on the sound, but with practise and pre planning of the route and approach i can predict most of the instructions i get, so i can figure out what they want to say, then they will inform me if im wrong.But a headset is gold, when i got me a good quality headset i all the sudden was able to understand a lot more, plus practise helps, the more i fly the more i understand, as long as i stay out of France, they have a strange idea that i understand france even when i speak english to them :(

Exactly, this is how i often make an engine runup in real life (technicians arent alowed to fly, but are allowed to beat the engines ;) ), allso its a way that in some cold countries you check your engines to make sure theres no ice inside the engine that will make you have an engine fault, or to just clear the engine for anti ice fluid in case some got into the engine (hint it makes the air taste sweet)

I love those pictures, i used to work on this aircraft daily but unfortunally we hardly have any maintenance on it where i am, but im still fully licenced technician and flight engineer on it :) so i have a few questions.1. the 737NG often gives a wrong "PSEU" (Proximity Switch Electronic Unit) fault at power changes, often when changing from ground power to APU and then to Engine power, is this modeled? this will need a tech to reset the computer from the forward electronic compartment :( this is often done with the engines running.2. is it possible to have engines at takeoff power with parking brake on? or is this a problem with FSX? i have allways wondered why this wasnt possible on other aircrafts.now back to read the company FCOM i just got as a PDF :) i got a lot of catching up to do, im a little rusty on the 737 since i mostly work on the A318-321

I really hope its limited to 3000psi the tubes is not holding on higher pressure ;) i think both the 787 and A380 have higher pressure (6000psi) but im not a technician on those, so i never checked, but 3000psi is the normal pressure on aircrafts and have been the standard for a long time.On another note, most aircrafts will allow you to do minor steering with the rudder pedals on the nose wheel about 15 deg give and take a bit depending on type, but as others say above a certain speed it will simply not do anything depending on aircraft weight, runway conditions and a lot of other factors.On moderne airliners the brakes will be activated automatically when retracting gears, i cant say anything about small general aviation or military since i dont have any experience working with those type of aircrafts.Parking brakes are simple, A318-321 and A330-340 works but a handle that sends an electrical input to the parking brake or brake manifold that will actuate the piston and apply parking brakes (318-321 runs half pressue of the hyd sys and the 330-340 runs full pressure wich is why we manually use the brakes when doing high power assurance test on the 318-321. the B737 and MD80 for that matter is "fly-by-steelwire" and you have to press the brakes to engage the parking brake handle, then the handle will make sure a certain input is mechanically made to the braking manifold, and when releasing the brakes you just push the brakes pedals again.