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veselko

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veselko last won the day on September 4

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About veselko

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  1. Yes, but during my edzcation I learned a lot about systems in different generations of airplanes, but I didn't learn to pilot airplane. My son is pilot in Croatia Airlines. He flyes A319, usually LDZA-LDSP. He is 40 and he's going to become captain. Also, @Andrew H. agrees with me and he's Boeing pilot.
  2. That's exactly what I wanted to say. That's why I think that well trained pilot+Boeing is safer then Airbus.
  3. This is starting to look like debates when I was yunger. When I joind military, I was trained to become air traffic controller, but I also learned a lot about systems in aiplanes. There were really boring debates about automatics in airplanes. When first Airbus airplanes started to fly, they were highly automated, somtehing that I really dislike. I think that in case of any problems with computers, pilot should be able to have full control of airplane(not case with newer Airbus). Here in Croatia we had one crash in 1976 cause by ATC error. There was mid-air collision of 2 airplanes naer Vebovec. Today we can analyse this crash and say TCAS would prevent it, but we can't know that. If you would have even 1 problem like TCAS sending signal to autopilot to turn to new heading, you would come on collision course with other airplane, which would cause chain reacion out of control of ATC, he would just sit and observe.
  4. Really good job. Bravo.
  5. It depends on multiple factors: landing weight, weather(wind, temperature, rain...), runway conditions(wet, dry), runway length(where you want to vacate runway, or full runway), airport altitude, airline... If you are heavy, you need bigger force to stop you(air resistance from flaps, slats and air brake, brakes, thrust reversers), if you have tailwind, you will have bigger speed, again you need bigger force to stop in the same runway length. If runway is wet, traction is lower, so you will need to use alternative methods to slow down(thrust reversers, flaps, slats, air brake) because brakes won't produce force as big as on dry runway(you would need longer runway). On higher altitude airports you need higher approach speed to maintain lift, again bigger force needed. Also every airline can establish individual procedures. In some countries just as @Andrew H. sayed, it's prohibited to use reversers in case it isn't really needed for safe landing.
  6. I think real airplane also works like this. Engines give huge amount of thrust, but airplane is heavy, so it takes time to get it moving. speed(v), acceleration(a), t(time), m(mass), F(force in our case thrust) v= a*t, a= F/m so v= F/m*t You need longer time in case thrust is lower or you are heavy. Related to take off, if runway is long enough, flaps and trim set correctly, airplane weight is under MTOW, air temperature isn't extremly high, you should be able to take off and fly without problems.
  7. It's good idea, but pilots should still be teached how to fly manually. There shuld be alternative in case AP malfunction. I think it's better to have good pilots then good electronics(AP, FMC, CDU...).
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