This is a feature offered on some United Airlines aircraft and flights. It's an interesting way to hear what's going on in the cockpit. You can find lots of information by searching for United channel 9.
There are precedents: the flight recorders of AF447 spent two years at the bottom of the ocean, and revealed all that had happened after being retrieved. So they had survived being immersed in salty water at high pressure, making it very likely that MH370s boxes have survived as well.
Time of immersion is less relevant: oxidation (rust forming) is much ...
If you had an engine fire, even though it may be "out", you want your airplane on the ground as soon as you possibly can. You don't know what structural damage is lurking as a result of the fire. Dumping fuel would take a fair amount time to get rid of any significant amount.
So it's "Screw the landing gear. We're landing overweight".
Roll control is provided by 2 flaperons, 2 ailerons, and 14 spoilers.
Spoiler panels 4 and 11 are controlled mechanically rather than electrically. They are driven directly from control wheel deflections via a control cable. In case of compete electrical loss, limited roll control is available until the electrical system is restored. This probably ...
On twin-engined aircraft the standard procedure for engine failure is to land as soon as possible. Since it is possible to land overweight—and aircraft are designed so that it is—delay to dump fuel is not considered acceptable, and no reasonable pilot would delay the landing when they can land already.
Landing overweight is not really a big issue. The ...
What does the graph show?
The graph plots the average fuel required per distance as a function of the total flight distance. It does not show fuel flow rate as a function of time during the flight.
Why is it going up towards shorter flights?
For short flights (less than ~2500 NM for the 777), the takeoff and climb to cruise altitude are a larger fraction of ...
The Boeing 777 has an excellent reputation when it comes to safety.
Just under 1500 have been built which have accumulated more than five million flights and 20 million flight hours.
Only 6 aircraft have been lost in a accident, which is a really low number considering the number of aircraft and flights.
Moreover, of those hull losses, at least one (MH17) ...
The FAA has decided/proposed (Nov 2017) that the folding mechanism must comply with certain standards, of which:
The wingtips must have means to safeguard against unlocking from the extended, flight-deployed position in flight, as a result of failures, including the failure of any single structural element.
All sources of airplane power that could initiate ...
ATC and aircraft communications (at least in the US) are not restricted for receiving. Anyone can purchase (or make) an "Air band" receiver (or scanner radio) tunable through (roughly) 118-140 MHz and listen to ATC and aircraft communications.
As of currently, the answer to this question is in principle no for commercial aircraft, at least not remotely. There are two parts to this:
From a system perspective:
Aircraft systems could probably be 'hacked'- assuming you could for instance screw up the flight computer by changing the chips in the belly- but there is no way you could really pull this ...
Turning Radius, as found in a planning document:
28.7m for a Boeing 777-200
34.7m for a Boeing 777-300
Rotating around one a point a bit off the wing to allow both wheels to roll throughout.
Minimum Pavement Width
47.5m for a Boeing 777-200
56.0m for a Boeing 777-300
Be aware that this is not exactly ideal- visibility from the flightdeck is not ...
They are called vortex generators, and their function is to create a small vortex which re-energizes the boundary layer. Here is a better picture which also shows that their leading edge is swept like that of a delta wing:
Vortex generators on a T-45 (picture source)
In essence, they are small wings which each create their own delta wing vortex. This ...
It is because of the carbon fibre. This is the same reason that the 787 has bigger passenger windows. Here you can find a link explaining the polarized windows on the 787. Because of its higher tensile strength, you can have bigger windows. Windows are considered weak points in the fuselage where there is no structural reinforcement. This means that the ...
It is a system that Airbus already uses in the A380
and some A350's. They call it BTV (Brake to Vacate).
It allows the pilot to select a certain runway exit in advance (e.g. while approaching).
After touchdown, the plane automatically brakes so it can vacate the runway at that given exit.
When the pilot chooses a runway exit point, the ...
Flying with only one of two engines will not increase range, but reduce it. A gas turbine consumes fuel in proportion to the mass of air moving through it, so with increasing altitude consumption decreases proportional with air density. Thrust goes down with density as well, so thrust-specific fuel consumption is roughly constant (actually, the engine ...
As of writing this in Nov 2017, the 777X is still in development and it will be powered by the General Electric GE9X (also still in development). The current talk is that GE is working on a proprietary method (has been for 20 years) that will make the chevrons obsolete. Namely the use of an oxide-oxide ceramic matrix composite, which they have unveiled ...
The Boeing 777X website states that this is to enable a more efficient wing (read: wider span) while maintaining the airport gate and taxi footprint of the classic 777 (which ensures airlines can use the 777X on roughly the same airports and intermix operations with the classic fleet).
Many modern aircraft have been designed with winglets, and older ones have been retrofitted with them. They allow a wing to produce more lift with less drag. However, the benefit is even greater if the wingspan is simply extended.
The downside of increasing wingspan is that wingspan affects many aspects of airport infrastructure, especially taxiways and ...
The reality is that the 777X is not all that different from the 777 when considering cockpit procedures or 'user interface'. What is different is the hardware platform(s) that are used.
I worked for a supplier to Boeing for the 787. The stated goals for the 787 from Boeing were fairly straightforward. The design shall require a maximum of 5 days ...
They are vortex generators, used to delay flow separation. These vortex generators are usually attached near the leading edge of the wing and create small vortices, that prevent flow separation at high angles of attack.
Image from microaero.com
During normal flight, the airflow is accelerated over the wing, producing lift. At this point, the airflow is ...
Could winds of up to 150 km/h impact the structural loads on the B777-200LR?
Not at all.
The dynamic pressures on the plane depend on the plane's velocity with respect to the air, not the ground speed.
Flying in 150 km/h tailwind is the same as flying with no wind, the plane's indicated and true airspeeds won't be affected. True airspeed is the plane's ...
If you read the details in the Federal Register, you can see that this refers to crosswind handling on the ground, not in the air:
The folding wingtips and their operating mechanism must be designed
for 65 knot, horizontal, ground-gust conditions in any direction as
specified in § 25.415(a). Relevant design conditions must be defined
using combinations of ...
Some comments state this was a wind-shear, is that correct?
Looking at the windsock which appears in the right bottom corner at 0:12 and remains visible for about 4 seconds, you can tell there is little wind, not what you would associate with wind shear.
I want to ask here, what caused this very bumpy landing?
It is always hard to judge the actions of ...
The answer depends on what kind of aircraft you're talking about, and how much control the crew has over the pressurization systems.
For example, in theory you could very well reduce or completely shut off the air to the cabin on a 777. This could also be done by a single crew member alone. The pilots have full control of this system should say the one of ...
As in anything in aviation design, the use of wingtips has both advantages and disadvantages. In the end, the decision to use (or not) a winglet is based on the cost-benefit analysis of the winglet to be used in that particular aircraft.
All winglets incur a drag and weight penalty- the question is whether they conserve fuel more than they increase it in ...
If not, why would you still be looking for the missing aircraft and especially the blackbox, if there was nothing to find out about the reason that caused the 777 to disappear?
In fact we are concerned with 2 black boxes, the flight parameters box, and the voice recorder, these are complementary.
The voice recorder is extremely important too, for instance ...
The first point I would stress on is that you don't program the autopilot. You program the FMS (Flight Management System), which looks like a very large calculator. In this picture it is the device under then first officer's hand.
On top of the PFD (Primary Flight Display) you see the MCP (Mode Control Panel). This is what controls the modes that the ...
What's the "safest aircraft" depends in large part on who operates it, how they operate it, and where.
For many operators the 777 will be their prestige airliner, being assigned the most senior, most experienced, crews, the best maintenance, etc. etc..
That alone will mean less incidents and accidents than other types. They also have the range and ceiling ...
The rules on visibility from the cockpit have been updated.
There are rules and regulations imposed on the view from the cockpit, for very good reasons - collision avoidance for instance. During approach, the pilots must be able to see the runway while on the glide slope, at any COG location. From Torenbeek:
The angle of view forward and downward must be ...
This explanation is given here :
The wing of the 777X is based upon the design of the 787’s wing. It
has less of the sweep of the 787 but 10% more surface area (increased
from 4,702 to 5,562 sq. ft.). The re-shaping has led to a higher
lift-to-drag ratio, which(and) in turn increases usable fuel bulk from
320,863 to 350,410 lb. As a result, the type will ...