landing a real airliner.
- Thread starter captainphil
- Start date
Maximilian_Jenius
Super User
TonyC said:I've only landed 707s, MD-11s, MD-10s, and 727s. I don't feel qualified to comment in this thread.
No, wait, I flew a DC-10 sim - - maybe I am qualified...
Those DC-10-30's are always flying in and out of PHX those things are behemoths and a truly awesome sight to see...is some one swithcing equpiment..Hmmmmm?
Maximilian_Jenius
Super User
TonyC said:
Oh...didn't know that there was a difference. I thought MD-10's were just the name that Boeing gave DC-1O's post merger. Let me guess the MD-10's have been retofited from round steam dials to EFIS glass? Thats just my uneducated guess..and there still an awesome sight to see!
Chris_Ford
Well-Known Member
TonyC said:
What is the difference between the two? My understanding is the "MD-10" (ugh I hate that name) is just a DC-10-xx with new avionics... care to explain the significant differences?
Wild_Weasel
Well-Known Member
greaper007 said:If anyone could land a plane, then why would they pay pilots upwards of $15,000 a year to do it.
ROFL!!!
You almost made me choke on the water I was drinking, though. =X
Maximillian_Jenius said:Oh...didn't know that there was a difference. I thought MD-10's were just the name that Boeing gave DC-1O's post merger. Let me guess the MD-10's have been retofited from round steam dials to EFIS glass? Thats just my uneducated guess..and there still an awesome sight to see!
Chris_Ford said:
DC- is the designator the Douglas Corporation used, and MD- was used by McDonnell Douglas.
Before Boeing bought McDonnell Douglas, the program to convert DC-10s to MD-10s was already well underway, so the designator remained. Hence, we have the Boeing MD-10 that began life as a Douglas DC-10.
The DC-10 is an analog plane with a crew of three: two pilots and a flight engineer. The MD-11 is a digital airplane with a crew of 2: two pilots. In effect, the conversion program removes the front 10 feet of the DC-10, replaces it with what appears to be an MD-11 cockpit, and installs computers to convert the digital used by the front 10 feet into the analog used by the rest of the airplane.
As a result, you wind up with an airplane that can be flown by two pilots and no engineer. In fact, the MD-10 is a common type rating with the MD-11. Never mind that differences training including take-offs and landings is required, they're treated as the same airplane for currency and qualification purposes. Of course, there is a manual that summarizes the differences. It's only 8½" x 11" and 3 inches thick.
The external differences are very slight. Same engines, same wings, same landing gear - - all that stuff remains untouched during the DC-10 to MD-10 conversion. The pressurization outflow valve is changed, and an antenna on the upper fuselage gets moved. Of course, the Flight Engineer's panel is removed, and that can be seen from the right side if you're close enough. And, if you get close enough, you can see "MD-10" painted on both sides of the nose forward of the cockpit.
If you're seeing it in PHX, you're seeing an MD-10. (There are no FDX DC-10s scheduled in or out of PHX.)
.
Maximilian_Jenius
Super User
TonyC said:DC- is the designator the Douglas Corporation used, and MD- was used by McDonnell Douglas.
Before Boeing bought McDonnell Douglas, the program to convert DC-10s to MD-10s was already well underway, so the designator remained. Hence, we have the Boeing MD-10 that began life as a Douglas DC-10.
The DC-10 is an analog plane with a crew of three: two pilots and a flight engineer. The MD-11 is a digital airplane with a crew of 2: two pilots. In effect, the conversion program removes the front 10 feet of the DC-10, replaces it with what appears to be an MD-11 cockpit, and installs computers to convert the digital used by the front 10 feet into the analog used by the rest of the airplane.
As a result, you wind up with an airplane that can be flown by two pilots and no engineer. In fact, the MD-10 is a common type rating with the MD-11. Never mind that differences training including take-offs and landings is required, they're treated as the same airplane for currency and qualification purposes. Of course, there is a manual that summarizes the differences. It's only 8½" x 11" and 3 inches thick.
The external differences are very slight. Same engines, same wings, same landing gear - - all that stuff remains untouched during the DC-10 to MD-10 conversion. The pressurization outflow valve is changed, and an antenna on the upper fuselage gets moved. Of course, the Flight Engineer's panel is removed, and that can be seen from the right side if you're close enough. And, if you get close enough, you can see "MD-10" painted on both sides of the nose forward of the cockpit.
If you're seeing it in PHX, you're seeing an MD-10. (There are no FDX DC-10s scheduled in or out of PHX.)
.
Okay...MD-10's then we get about 3-5 a day! There awesome! Is FDX going to upgrade the 727 to EFIS?
Bog
New Member
Are they still teaching that? We never did it when I was at ATP.Timbuff10 said:
I don't really consider the CRJ series to be "real" airliners. That being said, the CR2 is easy to land, if you get the feel for it. The CR7 is real easy to pound into the runway, unless you ease off the stick just a lil bit. The CR9 is way too freaking long, but if you listen to George call out your last 50 feet, and make him speak slowly, it'll grease on real nice.
Can someone from 14D with only GA experience land any of the three on a whim? Nope. It's a differerent animal completely.
Timbuff10
Well-Known Member
Bog said:
I got that from Walt in Jax. On my private checkride, he said as long as I say that on my next landing and I don't make him scream he would "sign the good papers" so that I could go fly seminoles. I said it then and it just kinda stuck.
Funny thing though, I came in to land today with a student on his first lesson in a 172 and said "400, gear down, stab approach" and he looked at me and asked where the gear could go? Do they fall off or something?
n57flyguy
Well-Known Member
From my personal sim time, I found it wasn't too hard. Since we put the sim on heavy fog, auto took us to 100 feet above miniums and I called "My airplane" and the guy said "you wish" but I didnt seam like it was hard, he told me to watch my attitude then level out and flare 2-3 degrees when I was just over the threash hold.
I have two questions though:
What exactly is "above minimums" mean?
Why on a jet or simalar aircraft, is the flare only 2-3 degrees? it looks like alot more on pictures.
but I didnt seam like it was hard, he told me to watch my attitude then level out and flare 2-3 degrees when I was just over the threash hold.I have two questions though:
What exactly is "above minimums" mean?
Why on a jet or simalar aircraft, is the flare only 2-3 degrees? it looks like alot more on pictures.
BobDDuck
Island Bus Driver
I found that when instructing at ATP I would make the 400 gear down and stab. call all the time. Then I would do a few flights in the Cessna and would end up calling 400 gear down and uh... welded. I guess it can't hurt but it was pretty funny. Even in the jet now, I tend to check for three green through 500 feet even if we have completed the before landing check which includes a landing gear verify down call.
mastermags
Well-Known Member *giggity*
I call out gear down and welded whenever I fly a fixed gear. What can it hurt, right?
