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A Non Precision Approach (NPA) flown with Integrated Approach Navigation (IAN) is not more precise than the same approach flown with LNAV/VNAV. The advantage of IAN is that the instrumentation and procedures are very similar to ILS (Cat I), which is the most common approach type flown for most airline pilots. Having a common set of indications on the PFD and ...


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The G/P can deviate from the typical 3 degrees, but not much. For any non-precision approach (NPA) flown with VNAV or Integrated Approach Navigation (IAN), the navigation database needs to contain a stored glide path (GP) angle or a suitable waypoint (runway or MAP): VNAV should be used only for approaches that have one of the following features: a ...


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What language is Boeing's MCAS written in? I believe the Flight Control Computer is a Collins Aerospace FCC-730 with two 16-bit processors. Collins are known to use Ada for at least some of their products. A job advert for Collins stated: Job description: Sr Software Engineer - Flight Controls ... Required Qualifications: ... Experience with C/C++ ... ...


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Could somebody explain a little bit why they need 2 separate GPS and 2 separate IRS? Because airliners falling out of the sky or disappearing without a trace is not acceptable from either a political or financial standpoint. Stuff fails and so backups are needed to keep the flight on-track when it does. Having two systems of each type makes it easier to ...


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The single B-737 type rating includes all variants of it, from the -100 through the Max; if you were typed in a -200, you have the type, so there is nothing else required in that regard to be Second In Command (SIC) on a 737 NG. (Source... my experience, having flown the -200, classics, NG's, and the Max, all with the one "B-737" type on my ...


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The lines on the nose radome (radar dome) of airplanes are called segmented lightning diverter strips, and they're made by a few different companies, one of which is Weather Guard Lightning Tech Electric charge builds up on the nose of the plane (on the radome) as makes contact with high-velocity particles in the air, which include rain, ice crystals and ...


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It is correct that the battery charger will work on the ground service bus, but the external power contactor requires battery power to close. Dead battery, no ground power


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You ask "would it be possible". The answer is, with certainty, yes. "Is it done?" is another matter. John DeVries notes that " ... the external power contactor requires battery power to close. Dead battery, no ground power." I note below that this is by conscious design choice - ie the choice that has been made is that the ...


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My one experience with this was in a 737-300 that had the battery charger die, and the battery depleted while in flight. The Battery Bus was still powered by TR3, but the Hot Battery Bus died (interestingly, not a scenario I'd ever seen in the simulator). We got to the gate & couldn't start the APU and couldn't connect ground power, so when we shut ...


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There are always two answers to any question about why something is or is not on any particular aircraft: one regards regulation and the other practical application. FAR ยง 25.1419, Ice protection, describes the certification requirement to allow transport category flight into known icing. No specific parts of the aircraft are listed, only that (a) An ...


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