Is there a category at the Freddies where all these wonderful pilots can be awarded?
This thread is just WOW! (I know I am repeating myself - but I just love this thread)
On Topic:
There are some people I know who wouldnt drive a car after they know that its been in some sort of an accident - fearful of the frame damage and other such things - despite the fact that its all been restored by a body shop.
Then there was the story in the papers recently about the Gimli Glider (http://en.wikipedia.org/wiki/Gimli_Glider) which was flown for almost 25 years after the incident despite what happened to its nose gear.
How do you folks (the pilots) in general feel (whether superstitious or not) about aircrafts that have been in some not so nice situations?
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I'll defer to the actual pilots, but I want to get my guess in before they answer.
In systems (such as commerical airplanes) where you have two completley redundant, non-interlocked loops, they are generally given names to differentiate components between the two systems. Since they could be physically located anywhere within the aircraft, normal descriptors like "left" or "right" don't really apply.
So my guess is that Airbus chose "yellow" and "green" to differentaitate between the two systems. The "yellow" pump is identical in every way to the "green" pump, either one can push the landing gear down, but they are each connected to a seperate hydraulic loop.
In telecommunication we call this a "live path" and "protect path," and I'm sure other mechanical systems have similar, arbitrary names.
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I'll defer to the actual pilots, but I want to get my guess in before they answer.
In systems (such as commerical airplanes) where you have two completley redundant, non-interlocked loops, they are generally given names to differentiate components between the two systems. Since they could be physically located anywhere within the aircraft, normal descriptors like "left" or "right" don't really apply.
So my guess is that Airbus chose "yellow" and "green" to differentaitate between the two systems. The "yellow" pump is identical in every way to the "green" pump, either one can push the landing gear down, but they are each connected to a seperate hydraulic loop.
In telecommunication we call this a "live path" and "protect path," and I'm sure other mechanical systems have similar, arbitrary names.
Now you have to know I was going with the thing was usually painted yellow, right ... thanks for the insight, I'll wait for the confirm from the pilots but it does sound plausible to me.
So is this "yellow" hydraulic pump always yellow for some reason? You both called it the yellow hydraulic pump instead of the pump or whatever. Just wondering
As was guessed, Airbus uses colors to describe the hydraulic systems. The one on the left side (powered by the pump off the left engine) is the green system, while the one powered off the right side (right engine pump) is the yellow system. There is also a center system (blue), powered either by an electric pump or by the ram air turbine (RAT), if there is no source of electricity.
Each system is different, but there is redundancy. If you lose the green system, for example, you will lose nose gear steering on the ground. You would also lose gear retraction, but since gear retraction is extremely important after an engine failure (left engine failure also causes loss of green engine pump), the PTU exists to use the yellow system to retract the gear. There are other redundancies, but not everything has two sources.
In the event of a complete electrical failure, the RAT will deploy (a small propellor). The propellor will drive a pump in the blue system that will allow the flight controls to continue to operate. The airplane can actually be flown without electrical power (albeit with difficulty), but not without hydraulic power.
Incidentally, Boeing uses Left, Center and Right to describe the hydraulic systems.
That's unique! I guess that would make route mods a bit easier!
I'm just hoping they hook it up to the inflight internet access! Nothing like reading FT at work...
Quote:
I flew the DC8 that JAL landed in San Fransisco Bay. Seemed fine. Wasn't hardly any mold...
That's amazing! I didn't realize you guys got that airplane. No suicidal thoughts after flying it? (The JAL captain unfortunately committed suicide after the accident)
I've flown a couple airplanes that have history (666UA, with double engine failures), but can't say I felt any differently.
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Quote:
Originally Posted by gumpfs
I'm just hoping they hook it up to the inflight internet access! Nothing like reading FT at work...
Ah, that reminds me of a question I'd forgotten to ask.
What is UA's policy for engaging in non-work-related tasks while at work? We've all seen FAs sitting in the galley doing a sudoku puzzle in between beverage services; is the same type of thing permitted in the cockpit? If so, how far do they let you go--read books? Magazines? How about using electronic devices (i.e. listening to an iPod with an earbud in one ear and the headset over your other one, watching a movie on an iPod, or evenulling out your laptop)?
I'm sure those latter ones are against policy, but I do believe I've heard some pilots say they use long transcons or intercontinental flights to catch up on reading...not much to do when the autopilot's doing most of the work, I guess. Obviously, at least one of you would need to be monitoring things and probably keeping an eye out the front of the plane for unreported or deviated traffic or something...so can you take turns monitoring the flight and let the other person keep from going insane on an 8-hour flight? Or do you just have to grin and bear it?
I'm assuming that with a flight path programmed into the FMC or a direct route via GPS, there's not a lot to do, but my assumption may be wrong. Exactly how much work does the FMC do for you? Will it automatically tune the nav radios to the appropriate VOR and basically fly the plane from fix to fix, or do you still need to do things manually? How much of your flying is still done using fixes versus direct routings using the GPS? (I guess if there's still a lot of manual input/tuning to be done, you wouldn't have much time for reading or anything...)
And in the interest of reducing insanity on long but single-crew flights, if one of you leaves the cockpit for a bathroom break or just to stretch your legs, is there a maximum permitted time there can only be one pilot in the cockpit, or can one of you leisurely stretch your legs, use the bathroom, talk to the FAs, etc. for as long as you want as long as you're back before beginning the approach?
Ah, that reminds me of a question I'd forgotten to ask.
What is UA's policy for engaging in non-work-related tasks while at work? We've all seen FAs sitting in the galley doing a sudoku puzzle in between beverage services; is the same type of thing permitted in the cockpit? If so, how far do they let you go--read books? Magazines? How about using electronic devices (i.e. listening to an iPod with an earbud in one ear and the headset over your other one, watching a movie on an iPod, or evenulling out your laptop)?
I'm sure those latter ones are against policy, but I do believe I've heard some pilots say they use long transcons or intercontinental flights to catch up on reading...not much to do when the autopilot's doing most of the work, I guess. Obviously, at least one of you would need to be monitoring things and probably keeping an eye out the front of the plane for unreported or deviated traffic or something...so can you take turns monitoring the flight and let the other person keep from going insane on an 8-hour flight? Or do you just have to grin and bear it?
I'm assuming that with a flight path programmed into the FMC or a direct route via GPS, there's not a lot to do, but my assumption may be wrong. Exactly how much work does the FMC do for you? Will it automatically tune the nav radios to the appropriate VOR and basically fly the plane from fix to fix, or do you still need to do things manually? How much of your flying is still done using fixes versus direct routings using the GPS? (I guess if there's still a lot of manual input/tuning to be done, you wouldn't have much time for reading or anything...)
And in the interest of reducing insanity on long but single-crew flights, if one of you leaves the cockpit for a bathroom break or just to stretch your legs, is there a maximum permitted time there can only be one pilot in the cockpit, or can one of you leisurely stretch your legs, use the bathroom, talk to the FAs, etc. for as long as you want as long as you're back before beginning the approach?
During cruise, the autopilot is pretty much flying the jet, while we just put inputs into the computer and monitor the systems, fuel, weather, timing, stuff like that. Usually the pilots just chat about stuff if they get along well and have similiar interests. If not, then the pilot flying flies and monitors the jet, the other pilot is doing all the radio calls. You're not really allowed to have a laptop out working or listening to an IPOD, stuff like that. You're allowed to read your manuals and company related material. Some may read a personal book real quick if they have some time, but most of the time, even on transcons, we just talk with each other. Makes time go by quicker.
No time limit for getting out of the seat, but the other pilot is on an oxygen mask, so you don't want him up there breathing the mask forever.
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Last edited by aluminumdriver; Jan 30, 08 at 12:57 pm.
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Thanks again for all your time...quick question when you have time.
Does your airline get, in your opinion, preferential treatment at your hubs from ATC and conversely, do you basically get screwed at other airlines hubs?
I was on a UA flight from IAH-DEN last week and we were about 4 planes back for takeoff, then ATC "squeezed" about 7 Continental planes in front of us from a different taxiway. Seems to me from listening to CH 9 overtime, that hub airlines seem to get more breaks from local ATC, any truth to this?
Thanks again for all your time...quick question when you have time.
Does your airline get, in your opinion, preferential treatment at your hubs from ATC and conversely, do you basically get screwed at other airlines hubs?
I was on a UA flight from IAH-DEN last week and we were about 4 planes back for takeoff, then ATC "squeezed" about 7 Continental planes in front of us from a different taxiway. Seems to me from listening to CH 9 overtime, that hub airlines seem to get more breaks from local ATC, any truth to this?
Thanks again.
Again, this is just my opinion of what I see, but I don't ever really see United get preferential treatment at any of our hubs. I have seen other airlines get little shortcuts at their hubs, like Atlanta, MSP, Houston and DFW.
I think it may have to do with A) most of our hubs are not true dominant hubs like Delta owns Atlanta or American at Dallas, CAL at Houston and NWA in Mini. Even our biggest hub ORD has American there who is almost as large. Denver is the closest we have to a dominant carrier hub and I've never received preferential treatment there.
Reason B) United management has managed to PO most everyone they come in contact with, to include our domicile cities like Denver. When you heard that Delta may merge, you saw Atlanta and Georgia run to their rescue. MN ran to defend NWA. When United was mentioned for a merger, Chicago, Denver, SFO, none of those cities were out there demanding that United's presence in their cities be protected. It's kind of interesting. Wish United spent more time cultivating good relations with our domicile cities.
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These views are my own and do not represent the views of United Airlines or the ALPA.
Thanks to all of you for taking the time to answer our many questions here!
What might cause a very loud pounding noise that reverberated through the entire aircraft in rapid succession (6-8 times)? We were on a MD-83 (sorry not United) flying through a severe thunderstorm in route back from Mexico several years ago. I asked the flight attendants for an explanation and received “We’ve never experienced anything like that before”. Upon deplaning, I also asked the captain and he refused to answer. I’ve flown through many a storm in my life and on many different aircraft types, even had a lightning strike, but nothing similar to this.
No time limit for getting out of the seat, but the other pilot is on an oxygen mask, so you don't want him up there breathing the mask forever.
Congrats and thanks for this great thread - I am yet to read it all . WOW it has grown.
Why is the other pilot on an oxygen mask when you take a seat break?
Another question: on the long SYD/SFO/LAX flights do you get to have a break - for sleeping etc, while other pilots take over? If yes, where do you go to rest? Same area as the cabin crew or do you have different rest areas?
That's amazing! I didn't realize you guys got that airplane.
The airplane was fine. It flew for many years after it's "water landing". It has since been chopped up for scrap so it's days did finally come to an end.
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Originally Posted by RickCO
What might cause a very loud pounding noise that reverberated through the entire aircraft in rapid succession (6-8 times)?
Might have been compressor stalls. They are caused by an incompatibility between the airflow into the engine's intake and the rotational speed of the compressor fan and can be caused either by mechanical problems internal to the engine (i.e. malfunctioning bleed/surge valves) or by a disruption of the airflow into the engine.
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Originally Posted by Downunder girl
Why is the other pilot on an oxygen mask when you take a seat break?
1. Because the regs say so
2. Because the time of useful consciousness (TUC) at those altitudes can be very short. At FL350, for example, the TUC is only 30 to 60 seconds which would be reduced to 15 to 30 seconds if the decompression is rapid. At FL430 you're down to 9 to 12 seconds (4.5 to 6 seconds for rapid depressurization). This is also why the passengers traveling with children are instructed to secure their own mask first before putting the mask on their children.
... thanks for the insight, I'll wait for the confirm from the pilots but it does sound plausible to me.
