That 280 knots at FL390 is an erroneous indication that just happens to be useful to a certain extent.Kitzbuhel wrote:280 IAS at FL390 must be close to cruise no? About .8 .9 Mach
747 EPR Question
Moderators: lilfssister, North Shore, sky's the limit, sepia, Sulako, I WAS Birddog
Re: 747 EPR Question
Re: 747 EPR Question
Just like saying 280 is pretty slow for cruise, it's a general statement that without context is useless. I'm not attacking what you said just trying to get context as to where the 280 figure came from, if it's up high then yeah it for sure is near or above cruise speed.
Re: 747 EPR Question
The context is.....that it turns out that it is a sim eval for an interview. Most likely all maneuvering will be done in the terminal area as is typical for such an event. I suspect that the candidate is expected to memorize these values. More context is.....280 knots at the associated EPR given combined with the pitch attitude given suggest that no cruise altitudes will be used during this sim eval.
Re: 747 EPR Question
You guys don't get it - the approach will be on three, likely after a fire and shutdown. You will not cruise, you might get to level off, briefly, the autopilot will be unavailable, the engine will be a catastrophic. It might/will likely happen at V1.
In fact, my own sim eval was:
Takeoff, V1 cut and engine fire, climb to safe altitude, cage the engine, declare, maneuver for the approach, single engine approach, bear on the runway, MAPP, engine magically repaired, approach, land, stop. A/P and autobrake failed.
There is no time for cruising around, enjoying the handling characteristics of the -400, looking out the window. You will be slotted between recurrents, possibly in the middle of the night, they want to go home. The instructors will be polite but tired and because you don't work there, somewhat indifferent. You will do a canned exercise that's been done lots before and they can tell very quickly if you are whom they want. You will have a qualified crew member who can sit in either seat. It doesn't matter, you do all the flying and make ALL of the decisions.
Manage it, you have control.
In fact, my own sim eval was:
Takeoff, V1 cut and engine fire, climb to safe altitude, cage the engine, declare, maneuver for the approach, single engine approach, bear on the runway, MAPP, engine magically repaired, approach, land, stop. A/P and autobrake failed.
There is no time for cruising around, enjoying the handling characteristics of the -400, looking out the window. You will be slotted between recurrents, possibly in the middle of the night, they want to go home. The instructors will be polite but tired and because you don't work there, somewhat indifferent. You will do a canned exercise that's been done lots before and they can tell very quickly if you are whom they want. You will have a qualified crew member who can sit in either seat. It doesn't matter, you do all the flying and make ALL of the decisions.
Manage it, you have control.
"What's it doing now?"
"Fly low and slow and throttle back in the turns."
"Fly low and slow and throttle back in the turns."
