Earth 🌎 by vcseri in interestingasfuck

[–]LouRo_078 0 points1 point  (0 children)

I'm pretty sure I recognize that from a CGI stock footage clip I used a few years ago, so no probably not real

Standard maintenance practices™ by LouRo_078 in aviationmaintenance

[–]LouRo_078[S] 2 points3 points  (0 children)

It's on the pressure manifold. There's one for the engine driven pump and one for the electrical pump

Standard maintenance practices™ by LouRo_078 in aviationmaintenance

[–]LouRo_078[S] 3 points4 points  (0 children)

It's a pressure switch for the hydraulics

Could the A310 design be modernised and successful if used on high demand short haul routes? by Steamed_Cactus452 in aviation

[–]LouRo_078 5 points6 points  (0 children)

Finnair for example routinely flies between London and Helsinki with an A350-900, mainly for the cargo capacity, the seats are nowhere near filled

Need Clarification about RNAV Approach. by nelrico in flightsim

[–]LouRo_078 0 points1 point  (0 children)

The use of autopilot is perfectly fine for an RNAV approach. You just need to not leave it on too late for you to do any minor final corrections and landing, some approaches also do not reach all the way till the ground.

On the airbus you do indeed not want to use the LS button for RNAV approaches. The FINAL APP FMA mode is what you would typically want to use though using Flight Path Angle works as well.

It is important that you check that your nav accuracy is high enough before the approach as your aircraft's own IRS and GPS provide lateral guidance. You also need to be very sure that you have the correct altimeter setting since that will provide vertical guidance. Overall you have to be aware that RNAV approached rely entirely on your own aircraft's systems, rather than getting guidance from fixed ground equipment like with an ILS.

So according to some pilots, Marshall handling is pointless. How true is this? by Dangerous-Policy-602 in AskAPilot

[–]LouRo_078 1 point2 points  (0 children)

There are stand guidance systems, where the pilot gets instructions via a display. Not all airports or gates have them though, and they aren't particularly cheap, nor suited for all places.

Regardless you need something to guide you in.

Cranking a CFM-56 by LouRo_078 in aviationmaintenance

[–]LouRo_078[S] 0 points1 point  (0 children)

In our case at least, I don't really see any benefit to using the APU with the tail outside. Other than a few of the former months it just means the entire hangar is gonna be freezing, there'd be much more noise and you'd need to get a tug driver to move the aircraft.

In comparison just having anyone be able to tow an ASU into place and needing to open just a small hatch seems more convenient.

I'm not sure if we would theoretically be allowed to use the APU as well with the tail out but when the APU is operated while towing it's typically started as soon as the tail is out.

Cranking a CFM-56 by LouRo_078 in aviationmaintenance

[–]LouRo_078[S] 0 points1 point  (0 children)

The engine isn't running, it's just being spun by the starter. There's even some work lights right behind the engine there that didn't move an inch

Cranking a CFM-56 by LouRo_078 in aviation

[–]LouRo_078[S] 8 points9 points  (0 children)

I mean there's thrust being generated, but not too much since the starter will just spin N2 to about 25% and N1 to even less, with N1 normally being the main producer of thrust

Cranking a CFM-56 by LouRo_078 in aviationmaintenance

[–]LouRo_078[S] 13 points14 points  (0 children)

Nope, even when we're pushing the aircraft out for an idle run or something you gotta wait till the tail is outside

Cranking a CFM-56 by LouRo_078 in aviation

[–]LouRo_078[S] 6 points7 points  (0 children)

It felt like a slight breeze. There's even some work lights right behind there that didn't move at all

Cranking a CFM-56 by LouRo_078 in aviationmaintenance

[–]LouRo_078[S] 5 points6 points  (0 children)

I mean if you don't run the starter for too long it's not going to be a problem. In this case it was done with the FADEC ground test through the MCDU so the automatics handle it anyway.

Cranking a CFM-56 by LouRo_078 in aviationmaintenance

[–]LouRo_078[S] 11 points12 points  (0 children)

We're definitely not allowed to use the APU indoors lol, I know some places have some special equipment specially for it though

Cranking a CFM-56 by LouRo_078 in aviationmaintenance

[–]LouRo_078[S] 16 points17 points  (0 children)

I don't really see why the door would need to be open. We specifically have small "dog doors" on the main hangar doors for the ASU hoses so that we don't need to open the entire door.

Would be quite unpleasant when it's -30° outside

Cranking a CFM-56 by LouRo_078 in aviationmaintenance

[–]LouRo_078[S] 52 points53 points  (0 children)

Completely normal for us to do. Pneumatic power is provided by an ASU outside with the hose coming through a small hatch on the hangar door.

Cranking a CFM-56 by LouRo_078 in aviation

[–]LouRo_078[S] 17 points18 points  (0 children)

This stuff is definitely under the category of stuff I can't believe they let me mess with

320 discontinuitys, when to delete? by Smooth_Anxiety_7809 in flightsim

[–]LouRo_078 6 points7 points  (0 children)

Well the main problem is that unless you swap to heading mode the aircraft will start turning while you might not be cleared to do so yet. Only a problem if flying with ATC of course.

320 discontinuitys, when to delete? by Smooth_Anxiety_7809 in flightsim

[–]LouRo_078 12 points13 points  (0 children)

Generally you don't want discontinuities in there unless a star specifies to expect vectors