(he had to be at least 20 degrees nose up).
Recently while spotting I observed a A-300 in an extreme nose -up attitude while on approach. I presume this was due too high gross weight. (he had to be at least 20 degrees nose up). -Bus drivers is this common?
Recently while spotting I observed a A-300 in an extreme nose -up attitude while on approach. I presume this was due too high gross weight. (he had to be at least 20 degrees nose up). -Bus drivers is this common?
I don't think anyone has mentioned it yet, but pitch angle isn't related to gross weight. It is true that higher gross weight requires more lift, but that's not why pitch angle is high on an airplane like that. Usually, speed is used to handle differences in weight.
Not at all, the nominal deck angle is about 5 degrees increasing to 7-9 during the flare and touchdown (A300-B4). Deck angles will be higher with a flap abnormal but you start to worry about tail strikes around 13 1/2 degrees.
The flap setting also dictates the pitch angle. The slower you fly, the higher the flap setting must be in order to maintain lift because the flaps add more surface area to the wing. The higher the flap setting, the lower the pitch angle will be at a maintained speed.
I reckon the A300 has high lift devices on the leading edges, be they slats or Kreuger Flaps.
Usually a higher-than normal deck angle would indicate a slower than normal speed being flown. Since Vref is based on weight, the deck angle should end up being just about the same pitch regardless of weight.
Yeah, but say you're approaching at Vref+5, I would think that there would be a large difference in pitch if you approach with flaps 1, versus approaching with flaps 30.
Technically, yes.
But you land with one of 2 flap settings normally. In the whale, a 25 flap landing = about 2.5 degrees of pitch up, 30 is about 1 to 1.5. The EJet I flew landed with Flaps 5 or full. Flaps 5 = about 2.5 degrees pitch up, the Flaps full about 1 to 1.5. This may be pure coincidence, however.
Even in an abnormal situation, the target speed (Ref plus what ever corrections are made) will be adjusted to make the plane safe to fly. This typically comes out to about the same deck angle +/- a couple degrees, just a significantly higher speed.
The RJ2 is only certified for 45 degrees of flaps. The pitch attitude is between 0 and - 1.5 degrees. I've had to do a flaps 20 landing a few times and even then it's only up about a degree or so. In the sim, zero flaps has you up maybe 2 degrees to hold a 3 degree descent profile.
The RJ7 is pretty similar but everything is shifted up about 2 degrees.
wrong! Its actually EWR!Sometimes, I've even seen the CRJ2 with a deck angle of probably -3 degrees, with the flare pitch being about 1 degree. (CLE is home of the regional jet )
wrong! Its actually EWR!
</p>Not at all, the nominal deck angle is about 5 degrees increasing to 7-9 during the flare and touchdown (A300-B4). Deck angles will be higher with a flap abnormal but you start to worry about tail strikes around 13 1/2 degrees.
I've actually been in EWR and let me say this, you don't see 777s, 747s, A340s, 767s, or any other large miscellaneous aircraft in CLE, unless it's a diversion or an A300 from UPS or FedEx. There are usually a few 737s, a 757 or two and an A300. The rest are RJs.