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Aer Lingus + Holiday airlines Airbus A320 Dual build


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On 11/20/2020 at 6:33 PM, RCI said:
On 10/31/2020 at 8:30 AM, Challenger350Pilot said:

 

paul, i think my next WIP here will be something more popular, i can clearly see that people are not so much into Airbuses of shabby turkish operators :D

Apart from a 757 demonstrator on the bench, i thought of an aero america 720, Delta DC9, ValuJet DC9, Air Austral 787, Etihad 773, Air Canada DC9 - suggestions?

Haha! Always remember...build for yourself...people like what they like; what’s most important is YOUR standard, which is very high, inspiring, and indicative of a master. Build away...Airbusses or whatever you like. We are ALL learning from your exquisite work. 
 

As for a suggestion as to what’s next...how about an older Delta DC-9?? A classic and beautiful airplane in a very classy livery. I have an Authentic Airliners DC-9-30 in my stash being saved for the sideways positioned Delta widget from the late 60s. 
 

Paul

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1 minute ago, Challenger350Pilot said:

Haha! Always remember...build for yourself...people like what they like; what’s most important is YOUR standard, which is very high, inspiring, snd indicative of a master. Build away...Airbusses or whatever you like. We are ALL learning from your exquisite work. 
 

as for a suggestion as to what’s next...how about an older Delta DC-9?? A classic and beautiful airplane in a very classy livery. I have an Authentic Airliners DC-9-30 in my stash being saved for the sideways positioned Delta widget from the late 60s. 
 

Paul

hey paul,

i always build for myself, as most of us do, i guess. My problem is simply that i love so many types and schemes that it is hard to decide. when it comes to a final idea it usually is the most stupid, boring or weird one. thats why i was asking for input... i also thought of a delta 717, but i think that DC-9 idea is great. I used to fly on these as a boy a lot...unforgetable experience 🙂

I think a DC9 brings up a whole new level of challenges... 🤯

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On 11/20/2020 at 1:51 AM, RCI said:

 

The aer lingus plane will get some preiser pilots inside, because it will have flaps in CONF1+F, which wouldnt make sense on an empty flightdeck


You don’t have to have pilots in the flight deck to have the flaps at CONF 1+F. In hot weather (over 30 deg) it is standard to only retract the flaps to 1+F as overheating can be detected in the bleed ducts around the wings. Once it happens it can take hours to reset. Leaving the slats extended is supposed to prevent it happening.

 

Cheers

Glen

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Only just found this, I'm in now, beautiful casting on the windows, I usually cheat with cabin windows and use decals, curious about the window shades, here in Australia, they always make you open them fully for take off and landings, it's a safety requirement these days.

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1 hour ago, Glen said:


You don’t have to have pilots in the flight deck to have the flaps at CONF 1+F. In hot weather (over 30 deg) it is standard to only retract the flaps to 1+F as overheating can be detected in the bleed ducts around the wings. Once it happens it can take hours to reset. Leaving the slats extended is supposed to prevent it happening.

 

Cheers

Glen

Hi Glen, thanks for your input, allthough i disagree. At air berlin we had that procedure as well to cool down the bleed ducts ( we did it every time required and some Fuel suppliers went mad), but it was canceled after a few years and only kept on the 330 fleet. Easyjet for example does not have it all, as airbus does not make this SOP mandatory anymore.

I dont know about aer lingus, but also i can't remember we ever did this SOP after the last flight of the day, it was more a thing in turnarounds, so there was always someone on the flightdeck.

 

39 minutes ago, Graeme H said:

Only just found this, I'm in now, beautiful casting on the windows, I usually cheat with cabin windows and use decals, curious about the window shades, here in Australia, they always make you open them fully for take off and landings, it's a safety requirement these days.

i think it is requirement almost everywhere and usually happens while taxiing...while some people keep them shut or half open once boarded.

on the other hand i have seen some airlines not taking this rule for serious and keep them shut at landing... the CONF1 A320 is basically one that is depicted between after pushback and before take off.

 

Fuselage wedding... the fit is OK, but not outstanding, in fact revell was better.

 

Also i started with the wingbox. Lots of stuff is missing, compared to revell. Inner tank fuel pumps are scratchbuilt, still missing is the RAT bulge and the Gear stiffener plates.

 

IMG_1844 IMG_1843

 

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8 hours ago, RCI said:

Hi Glen, thanks for your input, allthough i disagree. At air berlin we had that procedure as well to cool down the bleed ducts ( we did it every time required and some Fuel suppliers went mad), but it was canceled after a few years and only kept on the 330 fleet. Easyjet for example does not have it all, as airbus does not make this SOP mandatory anymore.

I dont know about aer lingus, but also i can't remember we ever did this SOP after the last flight of the day, it was more a thing in turnarounds, so there was always someone on the flightdeck.

Agree, can't remember that on the Air Berlin fleet...even on the 330s... and I have never seen it with Lufthansa either.

But on the other hand...when is it really hot over here 😉

 

Love it so far and will definitely follow and learn again.

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2 hours ago, coneheadff said:

Agree, can't remember that on the Air Berlin fleet...even on the 330s... and I have never seen it with Lufthansa either.

But on the other hand...when is it really hot over here 😉

 

Love it so far and will definitely follow and learn again.

 

at etihad it is standard. I remember doing this a few times before this procedure was made redundant. I was basically useless, because its intention was to avoid a bleed duct overheat ECAM, which only older aircraft were prone to and air berlin had not that many... a few times the fueler refused to drive under the wing... so we had to retract them on stand, which again ment you had to clear the whole area and so on... not a practical thing when ground services are not used to this ( even in PMI). As soon as you go further down, like egypt or UAE where they have temperatures well above 40 degrees, they are used to deal with this 🙂

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The procedure is still in our FCOM which is apparently direct from Airbus but that doesn’t mean that is standard for all airlines of course. I hadn’t heard that it was only an issue with early aircraft. I know of one case where they had to tow the aircraft into a hangar to get it to cool down enough to clear the message.  Refuelling could be an issue in some places - if I knew that would be the case I taxied in with them out and retracted everything just before turning onto stand. Seemed to work ok! i have seen A330s parked with slats out - I presumed that was for a similar reason. On the A300 we used to leave the slats out on turnarounds to save wear, only fully cleaning up for nightstop.

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1 hour ago, Glen said:

The procedure is still in our FCOM which is apparently direct from Airbus but that doesn’t mean that is standard for all airlines of course. I hadn’t heard that it was only an issue with early aircraft. I know of one case where they had to tow the aircraft into a hangar to get it to cool down enough to clear the message.  Refuelling could be an issue in some places - if I knew that would be the case I taxied in with them out and retracted everything just before turning onto stand. Seemed to work ok! i have seen A330s parked with slats out - I presumed that was for a similar reason. On the A300 we used to leave the slats out on turnarounds to save wear, only fully cleaning up for nightstop.

Well, Easyjet also claims themself as a Standard Airbus SOP operator, in fact they are not and deviating from the standard, which i think every airline does to their own needs. Even airberlin said it is operating standard airbus from 2014 on... and yes they were, but in the 3rd Level of FCOM there were company SOPs and of course company call outs. I remember when we asked a technician why this Bleed duct procedure came up, and he said it is to protect older planes from suffering bleed duct overheat, and that this is basically not necessary for newer MSNs, but obviously the company wanted us to do it with every plane, and the reason why they kept it on the 330s was that all of them were rather old and operating to Abu Dhabi continuesly... 🤷‍♂️ i remember that i also got that ECAM years ago, but it took us like 45 min or so to get away with it...

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