A330-300 Copenhagen-Chicago Part 1 Taxi
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October 17th, 2011 at 3:54 pm
Beautifulll
October 17th, 2011 at 4:46 pm
@richygambs321 Yes they are independant of one another.
October 17th, 2011 at 5:00 pm
@jampilot25 by the way can the AP function with the ATHR off?
October 17th, 2011 at 5:27 pm
@jampilot25 Sorry by zero i meant the brakes “running out” when no hydraluic power is left, as you said, after the “limited time” is up. Yes you helped qiute a bit. Thank you
Good luck for your aviatoin career.
October 17th, 2011 at 5:48 pm
@richygambs321 because that gauge only shows pressure for yellow hyd system. Hope that clarified it for you.
October 17th, 2011 at 6:13 pm
@richygambs321 So with both engines off rolling down the runway, the brakes are then in alternate braking but WITHOUT yellow Hyd press. therefore, the brake pressure comes from the accumulator which gives braking for a limited time like the tutorial said. The gage shouldnt be moving to zero unless the accumul. is completely drained becuz there should be some pressure left and it should indicate on the gage. Remember: under normal braking, u should always read a zero pressure on the triple indic.
October 17th, 2011 at 6:20 pm
@richygambs321 Like, I said, this can get very lengthy so forgive me if I dont mention everything. Normal Braking is supplied from the green system so if theres a loss of green Hyd pressure, you dont lose all your braking, the brakes are reduced to Alternate Braking which is supplied by the yellow hyd system. Yes that gage that ur refering to is the triple indicator…indicating the accumul. pressure along with both left and right brake pressure(yellow system indicator only)….
October 17th, 2011 at 6:47 pm
…with both engines off and the person said that there’s only a limited amount of braking with both engines off as hydraluic power isnt supplied. Hence when this pressure runs out, you have no brakes. and i remember seeing the pressure indicator on the top of the gauge moving to the left, to zero.
October 17th, 2011 at 7:15 pm
@jampilot25 Yeah as i know the RAT comes in in the air when both engines are off as well as APU, because then there’s nothing else! But how can there be a difference between normal and alternate braking if both rely mechanically on the wheels, if you know what i mean? By any chance has the alternate braking got to do with rhe pressure gauge of the wheels situtated to the right on the gear lever? I saw a video once, a tutorial so to speak, on flight simulator, of an airbus going down the runway..
October 17th, 2011 at 7:16 pm
@richygambs321 Keep in mind, I’m not typed on an A330 so sytems may be a little different but I dont think its too much different from the A320.
October 17th, 2011 at 7:37 pm
@richygambs321 example: when the plane is at the gate with both engines OFF…the braking mode is in ALTERNATE braking….Normal brake is provided from the green HYD system…You got a good concept on the emergency generator. Properly stated: the emergency generator (powered from the blue system…pressurized by the RAT) kicks in whenever AC BUS 1 and AC BUS 2 are not powered… Thats a basic concept to it as theres alot more that has to happen for the RAT to deploy etc.
October 17th, 2011 at 7:46 pm
@richygambs321 This can get veery lengthy but i’ll do my best to answer what I can. The blue can be powered electrically with both engines off BUT thats strictly a maintenance function…pilots dont mess with that really. The yellow system however also has an electric pump which can be used on the ground to pressurize the yellow system…again not a normal procedure but can be done. Alternate braking is the mode the plane goes into whenever theres a loss of NORMAL braking…..
October 17th, 2011 at 8:17 pm
@jampilot25 Oh so blue can run with both engines switched off? And what’s the alternate brake? Ye ive been in smarcockpit befre. its great but there’s a lot to read! So does the emergency generator come in when neither the engines and neither the APU supply power?
October 17th, 2011 at 8:47 pm
@richygambs321 Yep…u got it. The yellow does the cargo doors, some flaps, ailerons, parking brake/alternate brake and alot more. The landing gear however is powered from the green system. The blue system is pressurized by an electric pump. Some ailerons, flaps and spoilers are operated from the blue system. The blue system also powers the emergency generator. Check out “smartcockpit” website….they got lots of useful info there.
October 17th, 2011 at 9:01 pm
@jampilot25 Ah cool! Yeah i read about ENG2 and the yellow system. So yellow is used for powering big moving parts like cargo doors and landing gear? What about the green? and what powers the blue?
October 17th, 2011 at 9:26 pm
@richygambs321 Yea I am. I also just got an A320 type rating. And it’s unusual that he started ENG1 first because ENG 2 is normally started first because it powers the yellow hyrdaulic system which pressurizes the parking brake but for whatever his reason is, he starts no. 1 first. Nothing wrong with it, it’s just not Airbus SOPs for automatic APU bleed start.
October 17th, 2011 at 9:37 pm
By the way are you a pilot?
October 17th, 2011 at 10:02 pm
@jampilot25 OK i guess you right! What i also noticed at the beginnning of filming is that the turning ND shows that he is indeed being pushed back. I also just noticed that while the ND is turning, the captain is moving the rudder pedals, so i guess that means the truck was pushing. So when is ENG 2 started last?
October 17th, 2011 at 10:41 pm
@richygambs321 Actually you’re incorrect. They were NOT taxiing when they started no. 2. One big clue is that they didnt do the AFTER START checklist until 2:35. The fact that the ND is moving doesnt signify anything about taxiing. The plane is being pushed by the pushback truck and if u listen closely, you will even hear when the captain clears the tow for disconnect. Take a close look/listen @ 1:57. At 2:09 you can see the PNF/First officer doing his AFTER START FLOW (setting trim setting etc)
October 17th, 2011 at 10:56 pm
makes me laugh when people say about you should turn of all electrical equipment, when what happens? the PILOTS USE THEM INSTEAD :L
October 17th, 2011 at 11:16 pm
@Jonte7RM But my reasoning tells me 1 engine was on and used 1 for taxiiing.
October 18th, 2011 at 12:09 am
@Jonte7RM Actaully you may have a point. Like i said in a previous comment, notice now the compass on the ND turns, meaning they’re moving forward and turning. Yet while moving, the pilot never touches the throttles to increase power. This leads me to 2 possible conclusions:
1. Power was applied to move the plane before filming. OR
2. A truck is towing the plane.
Now please note that im not a pilot. So whats actaully happening i dont know, as he didnt film outside until later.
October 18th, 2011 at 12:48 am
@Jonte7RM No im not sure and nobody can tell because he didnt film leaving the gate. But if you look closely at the Navigation Display at 1:06 notice how close the plane is to the runway, which leads me to the conclusion that they’re on the taxiway and not at the gate. If this is so, he was taxiing with 1 engine. Btw i love the noise of the engine spool up on takeoff
October 18th, 2011 at 1:07 am
@richygambs321
You were right this time, check out 1:02 captain says starting number 2. But are you sure, that it wasent pushback what turned the plane?
October 18th, 2011 at 1:34 am
@Jonte7RM thanks. Didnt notice all that i said until i watched it a second time. But if you think otherwise tell me.