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I was senior cabin crew at Qatar in 1995/96. Flew on the 747 for about 1 year. My first flight was DOH-BKK-MNL Xmas week 1995. 3 pilots, 14 cabin crew and 1 aircraft mechanic, which was the standard crew numbers. We had 57 passengers all the way to MNL as BKK was in a refuelling stop. If I recall there were 20 First Class seats upper deck and 508?+ seat all ...


2

According to the FAA, the short answer to your question is approximately "halfway between Vx and Vy." While there is a lot of physics and calculus that can give a precise answer to this question, there is another answer that uses "pilot math". The FAA has a nice publication titled Best Glide Speed and Distance, which explains that there ...


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The Green Dot speed is very stable on the PFD, unlike for example VLS which is a function of G (bank included), mach number and speed brake position. According to Flight Crew Ops Manual(s) green dot speed varies only as a function of aircraft weight and altitude. For A320 a very crude formula is given: below 20000ft 2 x weight in tons + 85kts, above 20000ft ...


2

Instrument Landing Systems routinely undergo maintenance and it is common to have the Glide Path unserviceable while the Localizer is still serviceable. An aircraft can still make an approach and land, but the approach is now classified as a Localizer approach. The weather limit minimums are increased from the usual 200’ above ground, to approximately 300-...


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"No stall speed" just means no stall break in the traditional sense. The AN-2's slatted wing's maximum AOA is very high (typically about 10+ degrees higher than un-slatted, or mid-high 20s vs mid teens) and there isn't enough tail power to get the AOA high enough to get any kind of break. Stall speed is normally published as the speed at which the ...


1

In theory, GD is 1.3 times the stall speed. The formula is: $$ V_\text{GD} = \sqrt{\frac{2 m g}{C_L r S}} \times 1.3 $$ Where: $m$ is mass, $r$ is density, $g$ is gravity, $C_L$ is max coefficient of lift and $S$ surface of wing In level flight $g = 1$, but when banking $g$ should increase, therefore the GD should (in theory) go higher in the speed tape. At ...


1

The question is a little ambiguous. This is assuming you can get clearance for the approach and that it has not been NOTAMed as completely out of service. If you are asking about the procedure if the glideslope vertical guidance transmitter is inoperative, in most cases you treat the approach as a LOC localizer or LNAV only approach. You would use the LOC/...


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