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Arjun Singh

@chainsawrocks • 7,518 subscribers

Airline Pilot A320 | B737 | Flight Sim Enthusiast. (Views and comments are personal)

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Did you know : The A350 has an Outside Air Temperature (OAT) sensor hidden inside the nose wheel. While the TAT sensor included in the MFP’s usually gives the OAT, the de-icing system disturbs the measurement on ground (that the airspeed usually compensates in-flight).

Did you know : The A350 has an Outside Air Temperature (OAT) sensor hidden inside the nose wheel. While the TAT sensor included in the MFP’s usually gives the OAT, the de-icing system disturbs the measurement on ground (that the airspeed usually compensates in-flight).

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Airbus Vertical Speed Indicators (VSI) primarily use a blended "baro-inertial" system to display precise vertical speed, combining responsive inertial data from the Inertial Reference System (IRS) with long-term stable barometric pressure data. The inertial signal is used for dynamic maneuvers and air data for stability over time. This hybrid approach provides rapid responsiveness to pitch changes while maintaining accuracy, reducing errors inherent in using either system alone. Local airflow disruptions (such as turbulence or unsteady wind) can momentarily alter the static pressure, causing the VSI to show unsteadiness or oscillations even when the aircraft is on the ground.

Airbus Vertical Speed Indicators (VSI) primarily use a blended "baro-inertial" system to display precise vertical speed, combining responsive inertial data from the Inertial Reference System (IRS) with long-term stable barometric pressure data. The inertial signal is used for dynamic maneuvers and air data for stability over time. This hybrid approach provides rapid responsiveness to pitch changes while maintaining accuracy, reducing errors inherent in using either system alone. Local airflow disruptions (such as turbulence or unsteady wind) can momentarily alter the static pressure, causing the VSI to show unsteadiness or oscillations even when the aircraft is on the ground.

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TIL : Boeing 737’s have "pulse lights" or "recognition lights". They alternate on & off, making aircraft more noticeable during the day, enhancing visibility & potentially as a deterrent for birds. They achieved a 66% reduction in bird strikes when compared to the solid ones. 🤯

TIL : Boeing 737’s have "pulse lights" or "recognition lights". They alternate on & off, making aircraft more noticeable during the day, enhancing visibility & potentially as a deterrent for birds. They achieved a 66% reduction in bird strikes when compared to the solid ones. 🤯

40,191 просмотров

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As the CFM LEAP engine shuts down, you can hear the distinctive “whoosh” sound followed by a gush of air. That is the Reverse Bleed System (RBS) at work. During normal operation, a significant amount of fuel remains unpurged in the system after engine shutdown. This residual fuel, located near or within the hot section, vaporizes due to high temperatures and deposits carbon (coke) on the fuel nozzles. Over time, nozzle coking leads to several operational and maintenance issues, including loss of thrust, reduced engine efficiency due to incomplete combustion, accelerated deterioration of hot-section components (combustor and High-Pressure Turbine), engine start failures, potential engine stalls, and increased unscheduled engine removals. The Reverse Bleed System (RBS) prevents fuel nozzle coking by automatically introducing cool air from the core compartment into the engine core flowpath after shutdown. This effectively lowers the fuel nozzle temperature below the coking threshold. RBS can operate for a maximum of 1 hour, and its effectiveness depends on ambient conditions (especially ambient temperature) and the total duration it runs. The last flight of the day contributes the most to fuel nozzle coke accumulation because of the extended dwell time at the gate. By actively managing post-shutdown thermal conditions, RBS significantly reduces coking-related problems, improves engine reliability, and lowers long-term maintenance costs. Now, also coming soon to the CFM56

As the CFM LEAP engine shuts down, you can hear the distinctive “whoosh” sound followed by a gush of air. That is the Reverse Bleed System (RBS) at work. During normal operation, a significant amount of fuel remains unpurged in the system after engine shutdown. This residual fuel, located near or within the hot section, vaporizes due to high temperatures and deposits carbon (coke) on the fuel nozzles. Over time, nozzle coking leads to several operational and maintenance issues, including loss of thrust, reduced engine efficiency due to incomplete combustion, accelerated deterioration of hot-section components (combustor and High-Pressure Turbine), engine start failures, potential engine stalls, and increased unscheduled engine removals. The Reverse Bleed System (RBS) prevents fuel nozzle coking by automatically introducing cool air from the core compartment into the engine core flowpath after shutdown. This effectively lowers the fuel nozzle temperature below the coking threshold. RBS can operate for a maximum of 1 hour, and its effectiveness depends on ambient conditions (especially ambient temperature) and the total duration it runs. The last flight of the day contributes the most to fuel nozzle coke accumulation because of the extended dwell time at the gate. By actively managing post-shutdown thermal conditions, RBS significantly reduces coking-related problems, improves engine reliability, and lowers long-term maintenance costs. Now, also coming soon to the CFM56

53,035 просмотров • 1 месяц назад

In its landing config, the L-1011 featured a system known as Direct Lift Control (DLC), which was quite innovative. With the aircraft fully configured for landing, the spoilers would deploy to a baseline angle of 7°. Pushing the control yoke forward to command a steeper descent would raise the spoilers up to 14° without altering the aircraft's pitch attitude. Pulling back on the yoke would retract the spoilers toward their fully stowed position (0°), boosting lift and reducing the sink rate. Thanks to the DLC, the L-1011 made super stable approaches with rock-solid pitch attitude and rewarded with "greaser" landings more often. Did you know: A similar tech, called Auto-drag, exists in the Boeing 787. This function uses the ailerons and two outboard spoilers to automatically spoil lift/add drag when the airplane is above the glideslope. Autodrag works in conjunction with the autothrottle to automatically capture the vertical path without increasing or losing airspeed.

In its landing config, the L-1011 featured a system known as Direct Lift Control (DLC), which was quite innovative. With the aircraft fully configured for landing, the spoilers would deploy to a baseline angle of 7°. Pushing the control yoke forward to command a steeper descent would raise the spoilers up to 14° without altering the aircraft's pitch attitude. Pulling back on the yoke would retract the spoilers toward their fully stowed position (0°), boosting lift and reducing the sink rate. Thanks to the DLC, the L-1011 made super stable approaches with rock-solid pitch attitude and rewarded with "greaser" landings more often. Did you know: A similar tech, called Auto-drag, exists in the Boeing 787. This function uses the ailerons and two outboard spoilers to automatically spoil lift/add drag when the airplane is above the glideslope. Autodrag works in conjunction with the autothrottle to automatically capture the vertical path without increasing or losing airspeed.

295,281 просмотров • 7 месяцев назад

On the A321neo, the flare law does not include automatic compensation for thrust-related pitching moments. This applies whether it's the nose-down tendency that occurs when thrust is reduced to idle, or the nose-up tendency that can result from selecting TOGA thrust. Below 100 feet radio altitude (when flare mode is active), the pilot flying must manually counteract these thrust-induced pitch changes. This remains necessary even during a go-around initiated in this phase. In the event of a bounce after touchdown, pilots may instinctively increase pitch attitude to cushion a second touchdown and achieve a smoother arrival. However, if the initial bounce stems from a firm landing combined with a high pitch rate, it is critical to manage pitch carefully. Excessive further increase in pitch attitude must be avoided to prevent exceeding the critical angle that could result in a tailstrike.

On the A321neo, the flare law does not include automatic compensation for thrust-related pitching moments. This applies whether it's the nose-down tendency that occurs when thrust is reduced to idle, or the nose-up tendency that can result from selecting TOGA thrust. Below 100 feet radio altitude (when flare mode is active), the pilot flying must manually counteract these thrust-induced pitch changes. This remains necessary even during a go-around initiated in this phase. In the event of a bounce after touchdown, pilots may instinctively increase pitch attitude to cushion a second touchdown and achieve a smoother arrival. However, if the initial bounce stems from a firm landing combined with a high pitch rate, it is critical to manage pitch carefully. Excessive further increase in pitch attitude must be avoided to prevent exceeding the critical angle that could result in a tailstrike.

65,475 просмотров • 5 месяцев назад

Every fan blade in the CFM LEAP engine incorporates approximately 7 kilometers (or 4.5 miles) of 3D woven carbon fibers, with each strand composed of numerous intertwined individual carbon filaments. The layering of the carbon fiber strands allows each fan blade to "untwist" in a specific, controlled way as the blade rotation rate varies, modifying the blade's aerodynamic characteristics to provide optimal propulsive efficiency during different phases of flight. A LEAP engine has 18 of these, each costing $180,000.

Every fan blade in the CFM LEAP engine incorporates approximately 7 kilometers (or 4.5 miles) of 3D woven carbon fibers, with each strand composed of numerous intertwined individual carbon filaments. The layering of the carbon fiber strands allows each fan blade to "untwist" in a specific, controlled way as the blade rotation rate varies, modifying the blade's aerodynamic characteristics to provide optimal propulsive efficiency during different phases of flight. A LEAP engine has 18 of these, each costing $180,000.

60,802 просмотров • 5 месяцев назад

Engines flying through salty, sandy, or dusty environments take a hit in performance. Regular engine washes help restore efficiency and keep them running at their best. Did you know : Each wash can increase the EGT margins by around 7°C. In some cases, it can be as high as 15°C.

Engines flying through salty, sandy, or dusty environments take a hit in performance. Regular engine washes help restore efficiency and keep them running at their best. Did you know : Each wash can increase the EGT margins by around 7°C. In some cases, it can be as high as 15°C.

106,767 просмотров • 11 месяцев назад

A visual cue for the flight control movements on an A320 is the Sidestick Order Indication. A white cross indicates the resulting sidestick controller order from the Captain and the First Officer. It appears once an engine is running. Four white corners show the limits of this cross in pitch, which is plus or minus 15°, and in roll, which is plus or minus 19°. Fun Fact: The sidestick order indication is removed when the nose landing gear is not compressed.

A visual cue for the flight control movements on an A320 is the Sidestick Order Indication. A white cross indicates the resulting sidestick controller order from the Captain and the First Officer. It appears once an engine is running. Four white corners show the limits of this cross in pitch, which is plus or minus 15°, and in roll, which is plus or minus 19°. Fun Fact: The sidestick order indication is removed when the nose landing gear is not compressed.

59,916 просмотров • 5 месяцев назад

It's always fascinating to watch the outflow valve (OFV) close during takeoff. This marks the beginning of the aircraft’s pre-pressurisation cycle. While it does provide a smoother transition to pressurised flight and improves passenger comfort, its main purpose goes beyond that. The primary reason for closing the outflow valve at takeoff is to prevent a slight pressure bump that occurs during aircraft rotation. At high angles of attack, an air cushion effect forms over the aft outflow valve, which can cause a momentary reverse airflow - potentially pushing air back into the cabin through the OFV. This pre-pressurization prevents FOD from being blown into the cabin, and this is also the reason the airplane lands with a slightly pressurized cabin. #FunFact

It's always fascinating to watch the outflow valve (OFV) close during takeoff. This marks the beginning of the aircraft’s pre-pressurisation cycle. While it does provide a smoother transition to pressurised flight and improves passenger comfort, its main purpose goes beyond that. The primary reason for closing the outflow valve at takeoff is to prevent a slight pressure bump that occurs during aircraft rotation. At high angles of attack, an air cushion effect forms over the aft outflow valve, which can cause a momentary reverse airflow - potentially pushing air back into the cabin through the OFV. This pre-pressurization prevents FOD from being blown into the cabin, and this is also the reason the airplane lands with a slightly pressurized cabin. #FunFact

23,670 просмотров • 2 месяцев назад

The sweet-sounding dual spool of the Airbus A380. On a standard 45-meter-wide runway, the engines of the giant A380 can be well outside the paved surface, which could be grass, sand, or loose gravel. At low speeds, this could be ingested by the outer engines. In order to prevent this Foreign Object Damage (FOD), a procedure consists of setting the outer engines' thrust to TOGA/FLEX only when the aircraft speed is at 40 knots, thus causing that dual spool sound.

The sweet-sounding dual spool of the Airbus A380. On a standard 45-meter-wide runway, the engines of the giant A380 can be well outside the paved surface, which could be grass, sand, or loose gravel. At low speeds, this could be ingested by the outer engines. In order to prevent this Foreign Object Damage (FOD), a procedure consists of setting the outer engines' thrust to TOGA/FLEX only when the aircraft speed is at 40 knots, thus causing that dual spool sound.

56,316 просмотров • 8 месяцев назад

The Airbus Primary Flight Display (PFD) features a "rising ground" depiction (also known as terrain or brown/green topographical mapping) on the attitude director indicator (ADI). This provides pilots with improved situational awareness by visually representing rising terrain relative to the aircraft’s current altitude. During the final phase of an approach, as the aircraft descends closer to the ground, the lower portion of the display (representing terrain) gradually rises upward on the PFD. This "rising ground" effect delivers immediate, intuitive visual feedback about the aircraft’s proximity to the terrain, especially useful in low-visibility conditions. This rising ground presentation is driven by radio altimeter data, which measures the aircraft's height directly above the ground (or terrain/runway below). It is available during any type of approach (e.g., ILS, RNAV, visual, etc.).

The Airbus Primary Flight Display (PFD) features a "rising ground" depiction (also known as terrain or brown/green topographical mapping) on the attitude director indicator (ADI). This provides pilots with improved situational awareness by visually representing rising terrain relative to the aircraft’s current altitude. During the final phase of an approach, as the aircraft descends closer to the ground, the lower portion of the display (representing terrain) gradually rises upward on the PFD. This "rising ground" effect delivers immediate, intuitive visual feedback about the aircraft’s proximity to the terrain, especially useful in low-visibility conditions. This rising ground presentation is driven by radio altimeter data, which measures the aircraft's height directly above the ground (or terrain/runway below). It is available during any type of approach (e.g., ILS, RNAV, visual, etc.).

29,242 просмотров • 4 месяцев назад

An amazing feature of the A350 is its ability to taxi even with the failure of the Nose Wheel Steering (NWS). The Backup-Steering uses automatic differential braking that relies on software control of brakes, via steering hand wheel, to produce an equivalent steering response.

An amazing feature of the A350 is its ability to taxi even with the failure of the Nose Wheel Steering (NWS). The Backup-Steering uses automatic differential braking that relies on software control of brakes, via steering hand wheel, to produce an equivalent steering response.

55,898 просмотров • 1 год назад

GPS signals are so incredibly weak —they are comparable to a 60W lightbulb over 20,000 km away. This makes them vulnerable to interference from ground sources near aircraft, especially in the GPS L1 band (1575.42 MHz ±10 MHz), risking GPS data loss. #GPS_Interference

GPS signals are so incredibly weak —they are comparable to a 60W lightbulb over 20,000 km away. This makes them vulnerable to interference from ground sources near aircraft, especially in the GPS L1 band (1575.42 MHz ±10 MHz), risking GPS data loss. #GPS_Interference

51,352 просмотров • 1 год назад

36 years ago, The #A320’s 1st flight on 22 Feb 1987 lasted 3 hours 23 minutes. Today an A320 takes off/lands somewhere in the world every 2 seconds – with more than 10,400 delivers by Airbus & over 11.5 billion pax carried with 289+ million flight hours since Entry Into Service.

36 years ago, The #A320’s 1st flight on 22 Feb 1987 lasted 3 hours 23 minutes. Today an A320 takes off/lands somewhere in the world every 2 seconds – with more than 10,400 delivers by Airbus & over 11.5 billion pax carried with 289+ million flight hours since Entry Into Service.

39,826 просмотров • 3 лет назад

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