My first 100 Bus hours- reflections on the A-320

[Capt.Doug]

I'm writing this while cruising at FL370, staring at a bright half-moon
through the windscreen, waiting for falling stars. There isn't a cloud in
the sky tonight. I have my laptop sitting on a pull-out tray in front of me
and plugged into a 110V outlet. The cockpit is quiet, as are the radios this
time of night. We are cleared direct destination. Most of the pax are
asleep. There isn't much to do, so I thought I'd share some thoughts about
the Bus.

I went through the company's assimilation program and received a type-rating
without ever touching a real Bus. I followed my standard training program
mantra- Cooperate, Graduate. Unlike previous training on other types, Bus
training didn't focus on knowing every nut and bolt, but rather focused on
things that pilots can control from the cockpit. Common sense prevails at
last.

Even with common sense, there is a lot to learn. The flight manual has 1600
pages divided into 4 volumes. Add to that some Jeppesons, a quick reference
handbook for emergencies, and a company operating manual, and the old flight
bag gets heavy. Fortunately, I've found that in practice most of these
publications are seldom used. If there is a problem, the airplane will tell
us. Then it will tell us what to do about the problem. The flight management
computers have a chart database, so the Jepps are set to the side quite
often. The FADECs calculate maximum N1 speeds. The FMS calculates maximum
altitudes. Rarely do we need to pull out a publication. The airplane has
it's own laptop with all the above documents on it plus more, such as the
minimum equipment list. Unlike the printed
version, the laptop has a search function which simplifies finding
procedures. The laptop also contains the performance tables for every runway
we can access worldwide. For ATIS, I hit a button and the printer spits out
a written ATIS for me. The printer spits out the
weight and balance too. It's so easy and yet I had to study so hard!

My first flight in the real airplane was sweet. That airplane was less than
a month old. It smelled new. The carpets weren't sticky. The seat cushions
weren't torn or flat. The cockpit is larger than my previous ride. I don't
hit my head on the overhead switches when getting into the seat (hopefully
the B-727 fire handle scars on my scalp will dissappear before I lose all my
hair). There is room for my overnight bag, so I no longer worry that a
passenger will deplane with my clothes. The seats are electric just like a
luxury car, though they won't fully recline. Each pilot is surrounded by 5
cold air vents which really do cool us off. The windows don't leak in the
rain so I won't have de-ice fluid running down my leg this winter. There are
built-in window shades on the side windows. Just pull them down and hook
them in place. The sewer stench from the front lavatory that overwhelmed us
with regularity on my old ride is pleasantly missing on the Bus.

The pre-flight is simpler. Test the fire detection, turn on the seatbelt
sign, and check the flightplan in the FMS. The exterior pre-flight is
simpler too which does bother me. It is nice to fly an airplane I can walk
under, however I can't get into the wheel-wells or avionics compartments
because I can't reach them. I can't run my fingers across the top of the
wing to check for ice unless I call maintenance to bring a lift-truck. On
the plus side, the APU runs so quiet I don't need earplugs. I don't need to
stand on tippy-toe to access the fueling panel. I don't need to hop on a
belt-loader to check the fan blades for damage. This particular airplane is
so new that the manufacturing stamps are still visible on the backside of
the turbine blades.

Starting the engines is easier. I no longer have to hold the start switches
in place. I simply flip the switch to 'ON', and the computers do the rest.
The computers will shut off the fuel and continue motoring the engines if a
hot-start happens. Then they will try a second start. If that is
unsuccessful, the computers will tell us to call maintenance. The computers
will also tell us if we missed anything important on the checklist such as
arming ground spoilers, arming auto-brakes, setting flaps, or turning on the
transponder.

Taxiing takes some care. Sitting higher than I'm used to makes me think I'm
going slower than I really am. The airplane wants to taxi at 40 knots at
ground idle. For the first few taxi outs, I had to refer to the groundspeed
read-out to keep from spilling the coffee while turning. Riding the brakes
lightly is okay, which took some getting used to because I'm programmed to
to use brakes as little as possible. The brakes are carbon fiber which
prefer to be a little warm rather than stone-cold. As with the brakes, I'm
programmed to always stow the armrests for take-off and landing. On the Bus,
it is preferable to have the armrests down for better control of the
joystick. It still feels a bit strange to have the armrests down for landing
and
take-off. The sidestick itself didn't feel strange, maybe because I've flown
sidestick before in a homebuilt.

The my first take-off was a rush. I chose to use maximum power which gave us
a weight
to thrust ratio of 2.4 to 1. We were off the ground in about 3500 feet. The
initial climb rate was like being in a 20 series Learjet. Reducing to climb
power still gave us 4400 feet/minute. Climbimg through FL300 had us doing
better than a 1000 feet/minute. We settled at FL370 at M.78 burning 4800
pounds/hour. We were burning 2.4 times as much fuel as a Lear 25, but
carrying 19.7 times as many passengers.

The descent is handled by the FMS for best fuel efficiency. I just sit back
and watch it do it's thing, crossing restrictions and everything. In my
previous rides, I flew climb and descent profiles that weren't in the manual
but could beat the flightplan's fuel burn figures by quite a bit. I was
mildly proud of myself when I discovered that the profiles I used are
similar to the profiles used by the Bus to save fuel. To beat
the Bus's flightplanned fuel burn, I have to use my brain.

Jets don't descend and decelerate simultaneously very well. The Bus is no
exception and it requires proper planning to descend for an approach. The
wing feels like a glider at times. Speedbrakes come in handy and can be used
when the flaps are extended. Landings are real easy. It just wants to
roll on every time. It's almost too easy. I can be lazy and still have a
sweet landing. I fear I might lose the golden landing touch that my previous
rides have demanded of me.

Studying the systems has allayed my apprehensions about the design. There
are many improvements over older designs like the wiring for the fuel pumps
being outside the wing.
However, there are some vagaries that leave me scratching my head. There is
no protection against tailstrikes. The nosewheel centering mechanism is
hydraulic and has been known to blow a seal. The wingtips save fuel (2.4%
increased fuel burn without them) but they look silly. Retractable landing
lights cause an irritating vibration when extended. This particular plane is
new, but the
design is over 2 decades old and the FMS is a dinosaur compared to the new
stuff. The fuselage bends and twists in turbulence, but it weighs less which
saves fuel. The public address is set up to prevent an inadvertant broadcast
to the passengers when replying to ATC, but the backlighting for the switch
burns the fingertip like heck after a few sentences.

Overall, I like my new ride. It's comfortable. At the end of the workday, I
don't feel as fatigued.
It's efficient. We can carry 200 passengers yet weigh about 53,000 pounds
less than a B-757 at MGTOW. Passengers love it. Many of our passengers
comment favorably about the Bus. The seats are wider and the temperature
control is much better. The air conditioning pumps out clouds of rolling
condensation from the ceiling vents on hot steamy Caribbean days (some of
our less savvy passengers worry that it's smoke). Push a button during an
approach in a rainstorm and non-toxic rain repellent squirts on the
windscreen to help bring the runway into sight.

The time has come to open the cockpit door and accept the deplaning
passengers' accolades for another sweet landing as the condensation rolls
out of the ceiling vents.

D.

[Jay Beckman]

"Capt.Doug" > wrote in message
...
> I'm writing this while cruising at FL370, staring at a bright half-moon
> through the windscreen, waiting for falling stars. There isn't a cloud in
> the sky tonight. I have my laptop sitting on a pull-out tray in front of
> me
> and plugged into a 110V outlet. The cockpit is quiet, as are the radios
> this
> time of night. We are cleared direct destination. Most of the pax are
> asleep. There isn't much to do, so I thought I'd share some thoughts about
> the Bus.
>
<SNIP>

Thanks for sharing this Doug...

Very nice read.

Regards,

Jay Beckman
PP-ASEL
AZ Cloudbusters
Chandler, AZ

[.Blueskies.]

"Capt.Doug" > wrote in message ...
> I'm writing this while cruising at FL370, staring at a bright half-moon
> through the windscreen, waiting for falling stars. There isn't a cloud in
> the sky tonight. I have my laptop sitting on a pull-out tray in front of me
> and plugged into a 110V outlet. The cockpit is quiet, as are the radios this
> time of night. We are cleared direct destination. Most of the pax are
> asleep. There isn't much to do, so I thought I'd share some thoughts about
> the Bus.
>
> I went through the company's assimilation program and received a type-rating
> without ever touching a real Bus. I followed my standard training program
> mantra- Cooperate, Graduate. Unlike previous training on other types, Bus
> training didn't focus on knowing every nut and bolt, but rather focused on
> things that pilots can control from the cockpit. Common sense prevails at
> last.
>

Resistance is futile...Thanks for the great post!

Lets see, now how much training to get the type rating in a different Airbus bird?

[George Patterson]

Capt.Doug wrote:
> I'm writing this while cruising at FL370, staring at a bright half-moon
> through the windscreen, waiting for falling stars.

Great post. Thanks.

George Patterson
We don't stop playing because we grow old. We grow old because we stop
playing.

[Larry Dighera]

On Mon, 28 Nov 2005 00:43:05 GMT, "Capt.Doug" >
wrote in >::

[Interesting story snipped]

>The public address is set up to prevent an inadvertant broadcast
>to the passengers when replying to ATC, but the backlighting for the switch
>burns the fingertip like heck after a few sentences.

I would be tempted to modify that backlighting. Find out what lamp is
used; remove the base from one, and replace it with an appropriately
colored LED (or 2) and dropping resistor.

Thanks for sharing your experiences. It sounds sweet.

[N93332]

"Capt.Doug" > wrote in message
...
> I'm writing this while cruising at FL370, staring at a bright half-moon
> through the windscreen, waiting for falling stars. There isn't a cloud in
> the sky tonight. I have my laptop sitting on a pull-out tray in front of
> me
> and plugged into a 110V outlet. The cockpit is quiet, as are the radios
> this
> time of night. We are cleared direct destination. Most of the pax are
> asleep. There isn't much to do, so I thought I'd share some thoughts about
> the Bus.

Here I thought you guys up there just read the newspapers.

[Flyingmonk]

Nice post Capt. Thanks for sharing. What is your route? Overseas?
West Coast? East Coast?...

[John Gaquin]

"Capt.Doug" > wrote in message news:tosif.99324

Nice account, Doug.

>
> ....hit my head on the overhead switches when getting into the seat
> (hopefully
> the B-727 fire handle scars on my scalp will dissappear before I lose all
> my
> hair).

Pshaw!!! Wear them with pride!

>
> Taxiing takes some care. Sitting higher than I'm used to.....had to refer
> to the
> groundspeed read-out to keep from spilling the coffee while turning.

Any taxi speed limit? On the 747 also had to use GS readout. Limit was
10kt at heavy weights, iirc. Limit factor was tire overheat.

[Dave]

"Capt.Doug" wrote:
>
> I'm writing this while cruising at FL370, staring at a bright half-moon

<snip>

It's a special thing that you typed this and sent it to the group.

Wonderful post!


Thank You

~Dave


Is there a PMAB? <g>

[Darkwing]

"Capt.Doug" > wrote in message
...
> I'm writing this while cruising at FL370, staring at a bright half-moon
> through the windscreen, waiting for falling stars.


Cool story, maybe in another life.

---------------------------------------------
DW

[JohnH]

> the backlighting for the switch burns the fingertip like heck after a
> few sentences.

....designed by someone who heard one too many long winded commentaries from
the flight deck. ;^)

Thanks for the post! Interesting stuff.

[William Snow]

Doug

It sounds to me like you should have been an author rather than a
pilot.....although the latter is alot more fun and a lot higher on the "cool
factor" ;-)

Bill Snow

[Tri-Pacer]

> I'm writing this while cruising at FL370, staring at a bright half-moon
> through the windscreen, waiting for falling stars.

Thanks a million

Paul Anton

[me]

Very cool write up Captain ! Thanks..
Looking foward to the next report...

J.



"Capt.Doug" > wrote in message
...
> I'm writing this while cruising at FL370, staring at a bright half-moon
> through the windscreen, waiting for falling stars. There isn't a cloud in

[xeM]

On Mon, 28 Nov 2005 00:43:05 GMT, "Capt.Doug" >
wrote:

>I'm writing this while cruising at FL370, staring at a bright half-moon
>****************snip **************


Nice write-up Cap.
Thanks

[Ramapriya]

Capt.Doug wrote:
>
> Jets don't descend and decelerate simultaneously very well. The Bus is no
> exception and it requires proper planning to descend for an approach. The
> wing feels like a glider at times. Speedbrakes come in handy and can be used
> when the flaps are extended. Landings are real easy. It just wants to


Nice read, Cap'n :) Doesn't the concurrent use of spoilers and flaps do
anything freaky to the sink rate? And didn't you feel the public
address mic should be closer at hand than having to contort your back
each time to pick it up, not to mention moving back the seat if you're
short.

Keep posting, mate.

Ramapriya
(a dark-skinned terrorist)

[Ramapriya]

John Gaquin wrote:
> "Capt.Doug" > wrote in message news:tosif.99324
>
> Any taxi speed limit? On the 747 also had to use GS readout. Limit was


As far as I know (which isn't much), limitations on taxi speeds are
specified generally by airlines rather than aircraft manufacturers. I'm
aware of at least 3 Middle East airlines that specify this as part of
their SOPs.

Ramapriya

[Capt.Doug]

>".Blueskies." wrote in message > Lets see, now how much training to get the
type rating in a >different Airbus bird?

4 days. I popped into the A-330/340 simulator next door and it looked almost
exactly the same inside. To change from the -330 to the -340, the sim tech
pulls the 2 lever 'throttle' quandrant, plugs in a 4 lever quadrant, and
reboots. Airbus people tell me that the A-380 will be similar.

D.

[Capt.Doug]

>"Larry Dighera" wrote in message
> I would be tempted to modify that backlighting. Find out what lamp is
> used; remove the base from one, and replace it with an appropriately
> colored LED (or 2) and dropping resistor.

Or.... Do what a good captain always does- delegate it to the other pilot.
:-)

D.

[Capt.Doug]

>"Flyingmonk" wrote in message
> Nice post Capt. Thanks for sharing. What is your route? Overseas?
> West Coast? East Coast?...

Seniority is good, if you're at the top. I end up going throughout the
system. I prefer the Caribbean routes but many times don't have a choice.

D.

[Capt.Doug]

>"John Gaquin" wrote in message
> Any taxi speed limit? On the 747 also had to use GS readout. Limit was
> 10kt at heavy weights, iirc. Limit factor was tire overheat.

Our manuals specify that the -321 must be under 20 knots while turning if it
above a certain weight. This comes from an Airbus manual. Unlike the orange
737s, we don't have an incentive to taxi fast.

D.

[Capt.Doug]

>"Ramapriya" wrote in message
> Nice read, Cap'n :) Doesn't the concurrent use of spoilers and flaps do
> anything freaky to the sink rate?

No, at the lower speeds were flaps are allowed, the spoilers don't increase
the sink rate by much. I use speedbrake with flaps primarily to slow down
after crossing the outer marker at big airports where approach controllers
want 170 or 180 knots to the marker.

To get a high sink rate, select a speed just near redline (which would be in
the clean configuration) deploy the speedbrakes, and click off the autopilot
(which gives full spoiler deployment in the -321). I've had sink rates near
7000 fpm, though the attitude may be uncomfortable for the passengers.

>And didn't you feel the public
> address mic should be closer at hand than having to contort your back
> each time to pick it up, not to mention moving back the seat if you're
> short.

We can use the handset, but the PA is wired into our headsets also. I prefer
to use the headset's boom mic.

D.

[Jose]

> Unlike the orange
> 737s, we don't have an incentive to taxi fast.

What is the incentive to taxi fast in an orange 737?

Jose
--
You can choose whom to befriend, but you cannot choose whom to love.
for Email, make the obvious change in the address.

[Darkwing]

"Jose" > wrote in message
m...
>> Unlike the orange
>> 737s, we don't have an incentive to taxi fast.
>
> What is the incentive to taxi fast in an orange 737?
>
> Jose
> --
> You can choose whom to befriend, but you cannot choose whom to love.
> for Email, make the obvious change in the address.


I'm thinking he means EasyJet (UK carrier), their low budget and want to get
off the ground fast!

I flew on them when I went from UK to Italy, they seemed alright, I made it
back!

--------------------------------------------
DW

[Bob Moore]

"Ramapriya" > wrote
> As far as I know (which isn't much), limitations on taxi speeds are
> specified generally by airlines rather than aircraft manufacturers.
> I'm aware of at least 3 Middle East airlines that specify this as part
> of their SOPs.

Ramapriya, a typical airline pilot is subject to several sources of
rules and regs, FAA Part 121 and Parts 61/91, the FAA approved AFM from
the manufacturer, the AIM, and finally, the whims of the Chief Pilot.
Normally, pertinate portions of all of these directives are combined
into a single document called the SOP or AOM (Aircraft Operations Manual).

After a while, the average pilot who has only flown under that airline's
system, looses sight of just where any single directive in the SOP/AOM
came from and it really doesn't matter, since his SOP/AOM has the same
effect as the FARs for his operations.

This is of course how it works in the USofA system.

Bob Moore

[Flyingmonk]

Cool... Only in my dreams...

[Capt.Doug]

>"Darkwing" wrote in message
> I'm thinking he means EasyJet (UK carrier), their low budget and want to
get
> off the ground fast!

Some airline managements stress their need for quick turn-arounds because
the airplane doesn't make money sitting on the ground. They encourage fast
taxiing through pay schemes for their pilots. I don't taxi fast because my
employer's pay scheme doesn't encourage it.

D.

[Capt.Doug]

>Flyingmonk" <wrote in message > Cool... Only in my dreams...

Dreams can come true.

D.

[Flyingmonk]

Three mortgages, wife and two kids, a dog and a rabbit. Can't afford
to let them starve. :<)

[george]

Flyingmonk wrote:
> Three mortgages, wife and two kids, a dog and a rabbit. Can't afford
> to let them starve. :<)
been there
I got married and that was the end of my flying.
boyfriend pilots are okay husband with expensive hobby fails the test
:-(
keep the good stories coming

[Ramapriya]

Capt.Doug wrote:
>
> 4 days. I popped into the A-330/340 simulator next door and it looked almost
> exactly the same inside. To change from the -330 to the -340, the sim tech
> pulls the 2 lever 'throttle' quandrant, plugs in a 4 lever quadrant, and
> reboots. Airbus people tell me that the A-380 will be similar.


Some minor changes in the A-380 flight deck layout, from the pics I've
seen. The pitch trim wheel wouldn't flank the throttle and would
instead be a pickle-switch in the joystick. There's also a gray,
soap-like mouse wheel just below the FMGS console. I suspect that the
FMGS itself would also be a whole new animal inside familiar exteriors.

I saw the A-380 here in Dubai the other day and couldn't help feeling
that with its dihedral, it'd be quite a task trying to roll it with any
alacrity if used as a cargo aircraft. Or would that not be a problem?

Ramapriya

[Morgans]

"Ramapriya" > wrote

> I saw the A-380 here in Dubai the other day and couldn't help feeling
> that with its dihedral, it'd be quite a task trying to roll it with any
> alacrity if used as a cargo aircraft. Or would that not be a problem?

And you would want to roll it, why?
--
Jim in NC

[Ramapriya]

Morgans wrote:
> "Ramapriya" > wrote
>
> > I saw the A-380 here in Dubai the other day and couldn't help feeling
> > that with its dihedral, it'd be quite a task trying to roll it with any
> > alacrity if used as a cargo aircraft. Or would that not be a problem?
>
> And you would want to roll it, why?
> --
> Jim in NC


er... to change directions in the air, Jim.
I hope it isn't another insinuation :\

Ramapriya

[Bob Moore]

"Ramapriya" > wrote
> I saw the A-380 here in Dubai the other day and couldn't help feeling
> that with its dihedral, it'd be quite a task trying to roll it with
> any alacrity if used as a cargo aircraft. Or would that not be a
> problem?

I'm betting that all of the A-380s wind-up in all cargo service. :-)

Bob Moore

[Morgans]

"Ramapriya" > wrote

> er... to change directions in the air, Jim.
> I hope it isn't another insinuation :\

No, No, No. Why does everyone think I am insinuating things. I'm really a
nice guy, to people who are nice to me. You have not been put in any other
category, by me.

My question is why would the cargo use make the roll being different than a
passenger use? Also, I always thought excessive dihedral would just require
more rudder, and that it would return to level flight more easily. What is
your concern? I don't get it.
--
Jim in NC

[Bushleague]

At least the cabin crew won't bust you for being on "baby mins"!
Lots more seats than our carrier (JBL) who are you with?

Bush

On Mon, 28 Nov 2005 00:43:05 GMT, "Capt.Doug" >
wrote:

>I'm writing this while cruising at FL370, staring at a bright half-moon
>through the windscreen, waiting for falling stars. There isn't a cloud in
>the sky tonight. I have my laptop sitting on a pull-out tray in front of me
>and plugged into a 110V outlet. The cockpit is quiet, as are the radios this
>time of night. We are cleared direct destination. Most of the pax are
>asleep. There isn't much to do, so I thought I'd share some thoughts about
>the Bus.
>
>I went through the company's assimilation program and received a type-rating
>without ever touching a real Bus. I followed my standard training program
>mantra- Cooperate, Graduate. Unlike previous training on other types, Bus
>training didn't focus on knowing every nut and bolt, but rather focused on
>things that pilots can control from the cockpit. Common sense prevails at
>last.
>
>Even with common sense, there is a lot to learn. The flight manual has 1600
>pages divided into 4 volumes. Add to that some Jeppesons, a quick reference
>handbook for emergencies, and a company operating manual, and the old flight
>bag gets heavy. Fortunately, I've found that in practice most of these
>publications are seldom used. If there is a problem, the airplane will tell
>us. Then it will tell us what to do about the problem. The flight management
>computers have a chart database, so the Jepps are set to the side quite
>often. The FADECs calculate maximum N1 speeds. The FMS calculates maximum
>altitudes. Rarely do we need to pull out a publication. The airplane has
>it's own laptop with all the above documents on it plus more, such as the
>minimum equipment list. Unlike the printed
>version, the laptop has a search function which simplifies finding
>procedures. The laptop also contains the performance tables for every runway
>we can access worldwide. For ATIS, I hit a button and the printer spits out
>a written ATIS for me. The printer spits out the
>weight and balance too. It's so easy and yet I had to study so hard!
>
>My first flight in the real airplane was sweet. That airplane was less than
>a month old. It smelled new. The carpets weren't sticky. The seat cushions
>weren't torn or flat. The cockpit is larger than my previous ride. I don't
>hit my head on the overhead switches when getting into the seat (hopefully
>the B-727 fire handle scars on my scalp will dissappear before I lose all my
>hair). There is room for my overnight bag, so I no longer worry that a
>passenger will deplane with my clothes. The seats are electric just like a
>luxury car, though they won't fully recline. Each pilot is surrounded by 5
>cold air vents which really do cool us off. The windows don't leak in the
>rain so I won't have de-ice fluid running down my leg this winter. There are
>built-in window shades on the side windows. Just pull them down and hook
>them in place. The sewer stench from the front lavatory that overwhelmed us
>with regularity on my old ride is pleasantly missing on the Bus.
>
>The pre-flight is simpler. Test the fire detection, turn on the seatbelt
>sign, and check the flightplan in the FMS. The exterior pre-flight is
>simpler too which does bother me. It is nice to fly an airplane I can walk
>under, however I can't get into the wheel-wells or avionics compartments
>because I can't reach them. I can't run my fingers across the top of the
>wing to check for ice unless I call maintenance to bring a lift-truck. On
>the plus side, the APU runs so quiet I don't need earplugs. I don't need to
>stand on tippy-toe to access the fueling panel. I don't need to hop on a
>belt-loader to check the fan blades for damage. This particular airplane is
>so new that the manufacturing stamps are still visible on the backside of
>the turbine blades.
>
>Starting the engines is easier. I no longer have to hold the start switches
>in place. I simply flip the switch to 'ON', and the computers do the rest.
>The computers will shut off the fuel and continue motoring the engines if a
>hot-start happens. Then they will try a second start. If that is
>unsuccessful, the computers will tell us to call maintenance. The computers
>will also tell us if we missed anything important on the checklist such as
>arming ground spoilers, arming auto-brakes, setting flaps, or turning on the
>transponder.
>
>Taxiing takes some care. Sitting higher than I'm used to makes me think I'm
>going slower than I really am. The airplane wants to taxi at 40 knots at
>ground idle. For the first few taxi outs, I had to refer to the groundspeed
>read-out to keep from spilling the coffee while turning. Riding the brakes
>lightly is okay, which took some getting used to because I'm programmed to
>to use brakes as little as possible. The brakes are carbon fiber which
>prefer to be a little warm rather than stone-cold. As with the brakes, I'm
>programmed to always stow the armrests for take-off and landing. On the Bus,
>it is preferable to have the armrests down for better control of the
>joystick. It still feels a bit strange to have the armrests down for landing
>and
>take-off. The sidestick itself didn't feel strange, maybe because I've flown
>sidestick before in a homebuilt.
>
>The my first take-off was a rush. I chose to use maximum power which gave us
>a weight
>to thrust ratio of 2.4 to 1. We were off the ground in about 3500 feet. The
>initial climb rate was like being in a 20 series Learjet. Reducing to climb
>power still gave us 4400 feet/minute. Climbimg through FL300 had us doing
>better than a 1000 feet/minute. We settled at FL370 at M.78 burning 4800
>pounds/hour. We were burning 2.4 times as much fuel as a Lear 25, but
>carrying 19.7 times as many passengers.
>
>The descent is handled by the FMS for best fuel efficiency. I just sit back
>and watch it do it's thing, crossing restrictions and everything. In my
>previous rides, I flew climb and descent profiles that weren't in the manual
>but could beat the flightplan's fuel burn figures by quite a bit. I was
>mildly proud of myself when I discovered that the profiles I used are
>similar to the profiles used by the Bus to save fuel. To beat
>the Bus's flightplanned fuel burn, I have to use my brain.
>
>Jets don't descend and decelerate simultaneously very well. The Bus is no
>exception and it requires proper planning to descend for an approach. The
>wing feels like a glider at times. Speedbrakes come in handy and can be used
>when the flaps are extended. Landings are real easy. It just wants to
>roll on every time. It's almost too easy. I can be lazy and still have a
>sweet landing. I fear I might lose the golden landing touch that my previous
>rides have demanded of me.
>
> Studying the systems has allayed my apprehensions about the design. There
>are many improvements over older designs like the wiring for the fuel pumps
>being outside the wing.
>However, there are some vagaries that leave me scratching my head. There is
>no protection against tailstrikes. The nosewheel centering mechanism is
>hydraulic and has been known to blow a seal. The wingtips save fuel (2.4%
>increased fuel burn without them) but they look silly. Retractable landing
>lights cause an irritating vibration when extended. This particular plane is
>new, but the
>design is over 2 decades old and the FMS is a dinosaur compared to the new
>stuff. The fuselage bends and twists in turbulence, but it weighs less which
>saves fuel. The public address is set up to prevent an inadvertant broadcast
>to the passengers when replying to ATC, but the backlighting for the switch
>burns the fingertip like heck after a few sentences.
>
>Overall, I like my new ride. It's comfortable. At the end of the workday, I
>don't feel as fatigued.
>It's efficient. We can carry 200 passengers yet weigh about 53,000 pounds
>less than a B-757 at MGTOW. Passengers love it. Many of our passengers
>comment favorably about the Bus. The seats are wider and the temperature
>control is much better. The air conditioning pumps out clouds of rolling
>condensation from the ceiling vents on hot steamy Caribbean days (some of
>our less savvy passengers worry that it's smoke). Push a button during an
>approach in a rainstorm and non-toxic rain repellent squirts on the
>windscreen to help bring the runway into sight.
>
>The time has come to open the cockpit door and accept the deplaning
>passengers' accolades for another sweet landing as the condensation rolls
>out of the ceiling vents.
>
>D.
>
>

[Flyingmonk]

Here's a tour of the new Airbus380. Make sure the kids and the mrs
aren't standing behind you for the last picture. :<)

http://www.angelfire.com/jazz/laonork/airbus/

[George Patterson]

Flyingmonk wrote:
> Here's a tour of the new Airbus380. Make sure the kids and the mrs
> aren't standing behind you for the last picture. :<)

I didn't know they allowed the stewardii to go armed.

George Patterson
Coffee is only a way of stealing time that should by rights belong to
your slightly older self.

[Flyingmonk]

Arms? What arms? I was too distracted to see any arms... Nice
floatation devices.

[George Patterson]

Flyingmonk wrote:
> Arms? What arms? I was too distracted to see any arms... Nice
> floatation devices.

Looks like she's packing a pair of 38s to me.

George Patterson
Coffee is only a way of stealing time that should by rights belong to
your slightly older self.

[Flyingmonk]

George Patterson wrote:
>Looks like she's packing a pair of 38s to me.

Oh... 38s, I was thinking 357magnums or 44 magnums. Well they
certainly ARE magnums for sure. Well, maybe they could be 38 SPECIALS.

[Ramapriya]

Morgans wrote:
> "Ramapriya" > wrote
>
> > er... to change directions in the air, Jim.
> > I hope it isn't another insinuation :\
>
> No, No, No. Why does everyone think I am insinuating things. I'm really a
> nice guy, to people who are nice to me. You have not been put in any other
> category, by me.


Thanks, mate :o)


> My question is why would the cargo use make the roll being different than a
> passenger use? Also, I always thought excessive dihedral would just require
> more rudder, and that it would return to level flight more easily.


But I've heard that it's the dihedral that causes difficulties in
banking heavy cargo airplanes, and that was how the anhedral concept
was thought up. I could be wrong :o)

Ramapriya

[Bob Moore]

"Ramapriya" > wrote
> But I've heard that it's the dihedral that causes difficulties in
> banking heavy cargo airplanes, and that was how the anhedral concept
> was thought up. I could be wrong :o)

Ah....I bet that discussion dealt with "high" wing cargo planes where
all of the load is below the wing such as in the C-5 with its anhedral.
The same situation doesn't hold true for a "low" wing cargo plane where
most of the load is carried above the wing. :-) Long distance
communications is difficult....Eh?

Bob Moore

[Ramapriya]

Bob Moore wrote:
>
> Ah....I bet that discussion dealt with "high" wing cargo planes where
> all of the load is below the wing such as in the C-5 with its anhedral.
> The same situation doesn't hold true for a "low" wing cargo plane where
> most of the load is carried above the wing. :-) Long distance
> communications is difficult....Eh?
>
> Bob Moore

Yep ;)

Some difficulties with Skype installation here, Bob; apparently there's
a firewall against it by my ISP :(

I'm having an IT chap help me out with some 'port tunneling', whatever
that is...

Ramapriya

[John Gaquin]

"Bob Moore" > wrote in message
>
> I'm betting that all of the A-380s wind-up in all cargo service. :-)
>
> Bob Moore

I've had the same thought from time to time. A pax craft that size will
have niche applications, to be sure, but any broadbased passenger usage will
require extensive reworking of ground facilities. Not so to any great
extent for cargo. Just remote park, gross 'er out, and go!

[Chris]

"John Gaquin" > wrote in message
...
>
> "Bob Moore" > wrote in message
>>
>> I'm betting that all of the A-380s wind-up in all cargo service. :-)
>>
>> Bob Moore
>
> I've had the same thought from time to time. A pax craft that size will
> have niche applications, to be sure, but any broadbased passenger usage
> will require extensive reworking of ground facilities. Not so to any
> great extent for cargo. Just remote park, gross 'er out, and go!

That's already been happening. Terminal three a London Heathrow has already
been upgraded to take the A380 with double deck docking stations and extra
strong taxiway and parking. Many of the airports on the routes to Asia from
Europe are or are nearly are A380 ready.

It would be a bit problem flying into the US. Its bad enough a 777 load of
passengers trying to get through immigration. By the time a load of A380
passengers got through the vacation would be over and its time to go home:-)

[Capt.Doug]

>"Bushleague" wrote in message
> At least the cabin crew won't bust you for being on "baby mins"!

Actually, we have an ops spec that relieves the high mins requirement as we
train Cat III.

> Lots more seats than our carrier who are you with?

The other guys.. :-)
I don't disclose too many details on Usenet because of the loons. Make some
changes to the reply address and send me an e-mail. I used to fly with some
of your senior pilots in previous jobs.

D.

[Bushleague]

Us Airways

On Wed, 30 Nov 2005 20:06:08 GMT, "Capt.Doug" >
wrote:

>>"Flyingmonk" wrote in message
>> Nice post Capt. Thanks for sharing. What is your route? Overseas?
>> West Coast? East Coast?...
>
>Seniority is good, if you're at the top. I end up going throughout the
>system. I prefer the Caribbean routes but many times don't have a choice.
>
>D.
>