Open Collective - Lemmyfly

Last months server costs was the first month payed for using donations: Thank you for that ! There is not enough balance for the next month(s) yet.

Currently there are 2 contributions made out of 118 users that lemmyfly.org hosts.

If you are using this server to browse the Fediverse, could you please help out ?

Just a euro or two per month, times many of you, would be more then enough !

The donations are help by the legal fiscal host Open Collective Europe - all reimbursements are fully transparent posted on the platform and payed out from there.

Thank you again for your consideration 🙏

Last months server costs was the first month payed for using donations: Thank you for that ! There is not enough balance for the next month(s) yet.

Currently there are 2 contributions made out of 118 users that lemmyfly.org hosts.

If you are using this server to browse the Fediverse, could you please help out ?

Just a euro or two per month, times many of you, would be more then enough !

The donations are help by the legal fiscal host Open Collective Europe - all reimbursements are fully transparent posted on the platform and payed out from there.

Thank you again for your consideration 🙏

Catastrophic L Hyd system failure + alternate landing gear extension system failure. No injuries.

A four-part series of the interview with one of the greatest test pilots, D. P. Davies, conducted in 1992 for the Royal Aeronautical Society. Almost five hours of avgeek gold. (The other three parts should be listed at the bottom.)

D. P. Davies is also the author of the seminal work about flying large airliners, "Handling the Big Jets".

Although less well known, he is undoubtedly on the same level as Chuck Yeager and Bob Hoover.

The level of expertise and adventure, combined with the British humour and understatement, makes this immensely enjoyable to listen to, despite the less-than-perfect audio quality.

Split boarding or two-door boarding sounds at least to me like a no-brainer. Basically you open both the front and back doors and let passengers board from ends of the airplane. Seems at least to me it's a lot more common with the terminals that use air stairs that you need to walk across the apron to get to rather than jet-bridges, as it's pretty easy to just roll two air stairs up to the aircraft.

Why isn't this more common? Boarding and deboarding a plane is slow and very prone to a single person holding up the entire process as there is no room to go past them in the aisle. Allowing boarding from both the front and back doors will at least half the time it takes, and especially with deboarding, gives passengers two options for exits which means a single person can't hold up the entire plane. If the people in front are being slow, just leave from the back.

I know that designing a jet-bridge that can line up with the back door is pretty difficult especially since you have to fit it alongside the jetbridge for the front door, but why not just use the jetbridge for the front door and roll air stairs up to the back door and have half the passengers go down to the ground and walk across the apron? I'll gladly spend a few minutes walking through the heat or rain if it means we can board and deboard in half the time, especially if it means we don't lose our takeoff slot from a slow boarding process and have to wait on the tarmac for even longer.

What do you think? Are there practical issues that this is not done more often? Or is it simply because the airlines don't really want to pay for more gate services?

lk run flights (where a plane makes many stops along a route to serve multiple locations) have become less and less common with the rise of longer range planes. You only really see them in remote places nowadays where there isn't enough people to justify separate nonstop flights. But I think there's a certain charm to them that the avgeek in me loves. But most importantly, these flights can well be the only means of long distance travel to and from some remote places so they're extremely important.

Summary:

• Air Canada Flight 43 was forced to turn back to Delhi after cockpit sensors gave inaccurate warning to pull up.
• Pilots followed safety protocols and returned to Delhi, avoiding a dangerous maneuver had they received the warning at a lower altitude.
• Multiple recent incidents involving Air Canada, including diversions and a flight tainted with vomit, have drawn attention to the carrier's health and safety protocols.

Hydrogen is really interesting in that, being the lightest known element, has a really good gravimetric energy density or energy to weight ratio, a much higher ratio than kerosene in fact. The issue though is that it has a really bad volumetric energy density or energy to volume ratio, even with liquid hydrogen you need much more of it to equal the same energy as jet fuel, and a huge issue with commercial hydrogen planes is that it's hard to physically fit all those tanks while still having room for passengers. So in a situation like this, can one of the huge jets like the 747 or A380 be a potential solution? Since hydrogen is lighter than jet fuel but take up a lot of space, a plane running on hydrogen would probably be slightly lighter for the same range, but will need to accommodate fewer passengers, possibly much fewer due to the hydrogen tanks needing to take up fusalage volume as we don't currently have any practical way to fit them into the wings, for something like the A320 and 737 that can seriously cut into your capacity, probably taking it down from a medium haul medium capacity aircraft to the realm of regional jets at best, still with the same external volume. But wouldn't a huge plane be able to absorb those volume losses by having more volume in general? Therefore I'd imagine the capacity-range sweet spot for hydrogen planes might actually be larger than normal planes. Even if not the biggest planes like the 747 and A380, maybe we'd mostly be using widebodies in a hypothetical timeline where hydrogen becomes the norm in commercial aviation?

Could this be something that can happen or am I totally wrong here?

So this is something I've been thinking about looking at widebody seat maps: Whenever a plane is a dual-aisle 8-abreast configuration, it is always laid out in a 2-4-2 configuration, almost never 3-2-3 which would take up the same internal width, just shifting each aisle inward by a seat.

Example: 8-abreast A330 economy class:

!

Admittedly my knowledge on the most efficient seating arrangements is limited, but wouldn't 3-2-3 be preferable compared to 2-4-2? It would shift the middle seats toward the edges of the cabin, to the windows in the same relative position as a narrowbody, and would turn the innermost seats into aisle seats; all of which I imagine would reduce the claustrophobic feeling of both the middle seats, which are now only one seat away from a window, as well as the innermost seats as they would now have direct aisle access.

I'd imagine this would also not make a significant impact on boarding and deboarding times, since the aisles themselves are the limiting factors as opposed to how many seats are on one side of the aisle. There would be three people coming into each aisle from the window side and only one from the center of the plane as opposed to two on each side, but that would be negligible compared to the time it actually takes to make it through the aisle to the door.

Also they wouldn't need to separately manufacture a four-abreast seat row and can just use the three and two abreast seats they already use on narrowbodies.

The fact that we almost never see 3-2-3 seating in commercial aviation makes me think there's a massive drawback that is completely escaping me. What do you think? Why don't we see this more often and what are the actual disadvantages of this?

als kruisbericht geplaatst vanaf: https://lemm.ee/post/4017289

> A Westjet 737 (C-FWSI) collided this week with a C130 at Comox Airport, Canada. The flight was operated from Comox to Edmonton and was cancelled.

als kruisbericht geplaatst vanaf: https://lemm.ee/post/3698256

> Cathay Pacific A350 makes a very hard, high pitch landing at London Heathrow.

cross-posted from: https://lemm.ee/post/3560055

> A Volaris Airbus A321-200N, registration XA-VSC performing flight Y4-488 from Tijuana to Guadalajara (Mexico), landed on Guadalajara's runway 11 at 11:52L (17:52Z) but touched down hard and suffered a tail strike. The aircraft rolled out without further incident. There were no injuries, the aircraft suffered substantial damage. > > Mexico's DAAIA (Direccion de Analisis de Accidentes e Incidentes de Aviacion) reported the aircraft XA-VSC suffered a hard landing at Guadalajara, but attributed the aircraft to Viva Aerobus instead of Volaris. The DAAIA quoted the captain of the flight stating: "We were on an ILS approach. The first officer was flying the aircraft, the approach was carried out in a normal way. On short final an instability started, the first officer decelerated the aircraft completely, the aircraft went down, I didn't have time to correct, a strong impact was felt. When we arrived at the apron, we were informed that a tail strike had occurred, a report was recorded in the logbook and the company and authorities were informed." The DAAIA have opened an investigation. > > The aircraft is still on the ground in Guadalajara about 72 hours after landing. > > Source and photo

cross-posted from: https://lemm.ee/post/3437085

> July 24th - a Delta Airlines Boeing 767-300, registration N189DN performing flight DL-185 from Milan Malpensa (Italy) to New York JFK,NY (USA), was climbing out of Malpensa's runway 35R when the aircraft encountered severe turbulence and hail prompting the crew to declare emergency reporting severe turbulence, hail and a cracked windshield. The crew stopped the climb at FL230 and diverted to Rome Fiumicino (Italy) where the aircraft landed on runway 16R without further incident about 65 minutes after departure. There were no injuries, the aircraft sustained substantial damage including punctures of the right hand wing, punctures of both engine spinners, damage to both engines' fan blades, punctured radome, and dents along the leading edges of the wings. > > > Source and photo's >

Als kruisbericht geplaatst vanaf: https://lemm.ee/post/3413381

> A Kalitta Boeing 747-400 freighter, registration N401KZ performing flight K4-968 from Anchorage,AK (USA) to Ningbo (China), landed on Ningbo's runway 31 but veered right off the runway and came to a stop with all gear on soft surface about 32 meters off the right hand runway egde about 2200 meters/7200 feet down the runway at about 15:18L (07:18Z). There were no injuries, the aircraft sustained minor if any damage. > > Source

Als kruisbericht geplaatst vanaf: https://lemm.ee/post/3161786

> Air Algérie flight AH1087, a Boeing 737-800 (7T-VKJ) hit a light pole, severing the right winglet at Tlemcen Zenata Airport,(TLM/DAON), Algeria. > > This plane is likely to be AOG for a while. See more photo's here.

cross-posted from: https://lemm.ee/post/3070313

> Did you know a 747 could carry an additional engine? The 5th engine is not working: it is carried as cargo underneath the wing to transport it from one location to another. This special way of carrying the engines is mainly used to transport an engine to an already broken down aircraft at a non-base airport. The second 747 can fly in a new engine, after which engineers can replace the engine on the broken down 747. The broken engine can be carried back in the same way to the home base airport. > > Due to the drag, the performance of the aircraft is quite heavy impacted. Crews must plan additional fuel stops to account for the added fuel burn. > > See for more information and a very nice description of this process this blog from Flightradar24.

The photo is a frame of a video from the JetBlue aircraft, showing the runway incursion

A Jetblue Embraer ERJ-190, registration N179JB performing flight B6-206 from Nashville,TN to Boston,MA (USA), was on final approach to Boston's runway 04R cleared to land on the runway.

A single engine aircraft had been cleared to line up and wait on crossing runway 09, the crew of Embraer already cleared to land heard that clearance, acknowledge the clearance and proceeded onto the runway, however, commenced their takeoff run without clearance.

More info: https://avherald.com/h?article=50c9d066&opt=0

cross-posted from: https://lemm.ee/post/2945333

> SA Novespace of France operates an Airbus A310 (F-WNOV) to perform 'parabolic' flights. During these flights, the aircraft simulates weightlessness for a short period of time. The cabin of the aircraft is therefore mostly empty, to give people the space to float around. > > Astronauts from ESA use these flights to prepare themselves for weightlessness in space. See for an image what parabolic flight maneuvers are: https://www.researchgate.net/profile/Paolo-Lunghi-2/publication/314285521/figure/fig2/AS:469569253974026@1488965442721/Parabolic-flight-sequence.png

cross-posted from: https://lemm.ee/post/2910314

> Delta Air Lines flight DL1437, a Boeing 757-232, was evacuated on the runway after landing at Atlanta Hartsfield-Jackson International Airport, GA (ATL). > Apparently several tires on the left main landing gear had burst/deflated during landing on runway 09L, followed by a overheated landing gear which was contained by ARFF. > > Source: https://aviation-safety.net/wikibase/343181

Als kruisbericht geplaatst vanaf: https://lemm.ee/post/2814600

> General Electric owns a 747-400 (N747GF). This aircraft is used to test new engines in-flight. For example the one in the photo: the new GE9XTM engine, which will be used on the new Boeing 777X. What a size difference compared to the CF6s of the 747! > > This frame was orginally delivered to Japan Airlines in March of 1994 with registration JA8910. GE bought it in January 2011 to replace the aging Boeing 747-100 (N747GE). The 747-100 was orginally delivered to Pan Am in 1970 as 25th 747 off the line. GE bought it in March of 1992 and has used it until January 2017. The N747GE is currently on display at Pima Air and Space Museum (Tucson Davis-Monthan AFB)

Als kruisbericht geplaatst vanaf: https://lemm.ee/post/2786110

> A United Boeing 767-300, registration N641UA performing flight UA-702 from Newark,NJ to Houston Intercontinental,TX (USA), landed on Houston's runway 26L at 10:34L (15:34Z) but touched down hard. The aircraft rolled out without further incident and taxied to the apron. There were no injuries. > > Source: https://avherald.com/h?article=50c768a7&opt=0

cross-posted from: https://lemm.ee/post/2690855

> Air India owned several A320 aircraft with double wheels. By default, all A320s are delivered with a singe-wheel setup by Airbus. Back in the early 90s, Air India wanted to operate A320s to airports in India which could not carry the weight of an A320 on the ramps and taxiways. To help distribute the weight more evenly, Air India asked Airbus to design and deliver double-wheeld A320s. Several A320s were delivered with double-wheel setup in the early 90s to Air India. > > Nowadays, the infrastructure in India has vastly improved and the weight constraint is no longer in place. Air India has stored or scrapped all double-wheel A320s. > > This is a post in a serie of aircraft odd-variants. If you like it: please upvote it :)

Als kruisbericht geplaatst vanaf: https://lemm.ee/post/2669307

> Akasa Air from India will soon start operating its first Boeing 737-8200 Max. After Ryanair, it will become the second airline to operate this very high density 737-800Max variant. Equiped with an extra after-wing emergency exit, this 737-800Max variant is certified to transport a whopping 212 passengers in a high density (crammed) setup. The extra emergency exit is added to comply with safety regulations, allowing 212 passengers opposed to the 189 of the regular 737-8max.

cross-posted from: https://lemm.ee/post/2586624

> I am starting a small series on the "odd variants" of some aircraft types. This is the first post 🙂 Please upvote if you would like to see more ✈️ > > Honeywell owns a 757-200 with RR-engines. They have fitted their 757 with a small, 3rd, wing to test avionics, engines and other instruments. So far it has carried a jet engine, prop engine and instruments.. > > It is an early 757 from 1983: the 5th delivered 757. Delivered to the now defunct Eastern Airlines. Honeywell aquired it in 2005 as N757HW. > > Picture source // aeroprints.com

I'm looking for podcasts on Spotify to listen to, which are aviation related. Finding podcasts is always difficult though, and using mouth to mouth recommendations seems to work best, so I would love to hear some suggestions from this community!

Sad news :(

I'm sorry if this is the wrong place to post this, but one of the things I'm going to miss about the old place is the weekly cloudberg posts on catastrophicfailure. I don't think she would mind if we linked from here too.