Nishant Singh’s Post

How "Brake to Vacate" Works on Airbus A380 & A350...to clarify; AUTOBRAKE is applied & MODULATED via BTV - to achieve the required speed at the desired exit... Why use it? Lower brake temperatures, less brake wear, increased passenger comfort & faster turnarounds (less time waiting for brakes to cool). It saves time & money. Helps result in lower runway occupancy times, because exit at correct speed & desired rwy exit point is more assured. After runway & desired exit are selected by the pilot during cruise, velocity data from within the aircraft's GPS/IRS is used after touchdown to monitor the required deceleration, modulating AUTOBRAKE automatically to achieve the exit at the desired speed. Can be disconnect by; use of manual brakes, speedbrake disarmed, or button on thrust levers. All feel natural. Becomes second nature to the crew, and they can revert to regular autobrake or manual braking at any time. I'm from background; Canadian Arctic bush pilot (wheels, skis, floats), RCAF jet & transport, Lockheed, Boeing & Airbus A320/A330/A340/A380 - I love/respect BTV. Video: Airline Pilot Performance

#Avgeekfriday time! And today we highlight the Airbus A380 and why this giant only has two thrust reversers instead of four. You would think a massive aircraft like the A380 needs maximum brake capacity for these four so-called TRs, but a study quickly showed it would bring more trouble instead. Here's why: The A380 has such a massive wingspan that the aircraft can fly very slowly without losing lift. Combined with its weight the machine could practically land without needing TRs at all, just braking is enough to get the job done. On wet runways, however, the aircraft could encounter aquaplaning which makes it harder to land with manual brakes alone. Therefore the thrust helps the aircraft to slow down and spare the brake pins as well safer and more efficient. But why not equip all engines with TRs? Why just engines 2 and 3? Well, the wingspan of the A380 is so large that the outboard engines hang outside the runway parameter. Applying TRs would result in blowing off runway lights or signs and could cause debris and damage to the airport and aircraft. Additionally, you would have more weight on the wing structure for the TR system which could lead to fatigue of the structure much faster. So now you know why the A380 only has two thrust reversers! #Airbus #A380 #TDA #TouchdownAviation #Aviation #avgeek

This is the smallest vs one of the biggest aircraft wheel that we maintain ✈️🛞 The size of the wheels depends mainly on the aircraft’s weight and in this case the difference is huge. The first one is an ATR42 wheel, an airplane with maximum weight of 17,000 kg (38,000 lbs), meanwhile the other is from an Airbus A340 with maximum weight of 275,000 kg (660,000 lbs). But the real difference that sets these two apart, is the position. The A340’s is a main landing gear wheel, installed closer to the center of gravity of the plane and in charge of absorbing the load from impact, it also houses the brakes and sustains the braking force. However, the ATR42's is a nose landing gear wheel, smaller by design and provides stability and steering on ground. These are some of the many different wheels that we maintain in SRTechnics Spain everyday.

Why is a stable approach in the Airbus A320 more doable than in the Boeing 737? During the final approach phase of flight, the pilot's workload is typically at its highest, and any errors or misjudgments can have significant consequences. In the Boeing 737 series, the pilot must manually control the throttle to adjust the engine thrust to maintain the correct speed. This process can be challenging, particularly in adverse weather conditions, where the pilot may be required to constantly adjust the throttle to compensate for fluctuations in wind or other variables. The pilot's attention must also be divided among other critical tasks, such as monitoring the flight path, preparing for the landing, and communicating with air traffic control. In contrast, Airbus narrow-body aircraft are equipped with an auto thrust system, which automatically adjusts the engine thrust to maintain the desired speed during final approach. The auto thrust system uses a combination of inputs from the aircraft's flight management system, along with other sensors and algorithms, to calculate the correct thrust settings required to maintain the desired speed. This system significantly reduces the workload for pilots, enabling them to focus on other important tasks while ensuring the aircraft's speed remains within the required parameters. The auto thrust system also provides a high degree of redundancy in the aircraft's systems, reducing the risk of errors or misjudgments. #aircraft #airbus #boeing #aviation

This is a really good demonstration of how a clear and accurate Runway Condition Code (GRF) helps with a safe and efficient landing.

It's #Avgeekfriday time! And today we have another interesting topic lined up for you about the A350. Namely, the different winglets! But why is the new winglet taller than the old one? When the first A350s were already flying, Airbus continued to pursue new features to improve the aircraft's performance. They learned they could upgrade fuel efficiency by 1%. Doesn't sound like much, but the upgrades necessary to achieve this weren't particularly significant either. The so-called performance improvement pack got introduced, or PIP. And it came with some interesting differences. The most noticeable differences for example are the taller winglets making the wings more aerodynamic. The flap canoes were slightly extended to decrease drag, and some of the obsolete avionics were removed. These, plus other enhancements, gave the A350 a better MTOW and range. Nowadays, the Big winglet is standard on all A350-900s. Now you know! #Avgeekfriday #tda #TouchdownAviation #A350 #Airbus