A380 take-off.
Discussion
Is it any different to any other planes? I ask as I have a job that allows me to stare out of the window overlooking Dubai Airport and everytime a 380 takes off, it stays low over Dubai for ages whereas every other plane takes off, climbs and dissappears. I'm convinced it's a marketing/publicity exercise but others suggest it's just really heavy!
Any thoughts?
Any thoughts?
Go to http://www.flightradar24.com/
I just checked and Dubai has a data feed, so if you keep an eye out you should be able to see the A380s. Click on the aircraft and it will give you the speed, altitude, and a trail of it's flight path.
I just checked and Dubai has a data feed, so if you keep an eye out you should be able to see the A380s. Click on the aircraft and it will give you the speed, altitude, and a trail of it's flight path.
Take off and landing uses a lower glide slope etc. Due to less pressure on the wings and framework.
When it first landed at heathrow this was not know about by the spotters who missed the landing view as it dropped below tree height.
I was watching it take off in Dubai two weeks ago and its far lower than the rest of the fleet. We have the 380 flying into Manchester which is very handy if I need to use it and a bonus for my works partner who's daughter works for emirates as cabin crew on the 380.
When it first landed at heathrow this was not know about by the spotters who missed the landing view as it dropped below tree height.
I was watching it take off in Dubai two weeks ago and its far lower than the rest of the fleet. We have the 380 flying into Manchester which is very handy if I need to use it and a bonus for my works partner who's daughter works for emirates as cabin crew on the 380.
C3BER said:
Take off and landing uses a lower glide slope etc. Due to less pressure on the wings and framework.
Not the above. It uses the same glideslope as everything else and meets the same departure gradient requirements as other current airliners. Yes, it's heavier and bigger so won't climb as well as an A320 for example but its size makes it deceptive and it appears lower than it is. Has absolutely nothing to do with "pressure".The Emirates A380 out of Manchester won't depart with a full load either as it will only require about half tanks to get to the sandpit so it's almost certainly doing a reduced power take-off on departure from MAN - and it will still meet the climb gradient requirements (which are based upon engine failure at the most critical point). I spoke to the test pilot at Farnborough last year and proportionately, based upon weight, it's take-off and landing speeds are designed to be the same as the A320. ie. At 80% MTOW, Vr will be the same. Astonishing really. I may get to fly it in a couple of years if I play my cards right.
Edited by JW911 on Thursday 17th November 08:28
Chilli said:
Is it any different to any other planes? I ask as I have a job that allows me to stare out of the window overlooking Dubai Airport and everytime a 380 takes off, it stays low over Dubai for ages whereas every other plane takes off, climbs and dissappears. I'm convinced it's a marketing/publicity exercise but others suggest it's just really heavy!
Any thoughts?
professional window licker? Any thoughts?
ne'er mind. keep at it, i'm sure you'll get the recognition you deserve
i do think there's an element of PR about it, but more for the passenger's sake. a low pass over the city will make them feel the extra fare with emirates is worth it! let's face it, they're the only airline who'd be allowed to.
i do think there's an element of PR about it, but more for the passenger's sake. a low pass over the city will make them feel the extra fare with emirates is worth it! let's face it, they're the only airline who'd be allowed to.
C3BER said:
Take off and landing uses a lower glide slope etc. Due to less pressure on the wings and framework.
When it first landed at heathrow this was not know about by the spotters who missed the landing view as it dropped below tree height.
I was watching it take off in Dubai two weeks ago and its far lower than the rest of the fleet. We have the 380 flying into Manchester which is very handy if I need to use it and a bonus for my works partner who's daughter works for emirates as cabin crew on the 380.
Total and utter rubbish I'm afraid. When it first landed at heathrow this was not know about by the spotters who missed the landing view as it dropped below tree height.
I was watching it take off in Dubai two weeks ago and its far lower than the rest of the fleet. We have the 380 flying into Manchester which is very handy if I need to use it and a bonus for my works partner who's daughter works for emirates as cabin crew on the 380.
At LHR it is a requirement to join the ILS at 7.5nm and 2500ft during the daytime. Once established the A380 will descend at the same 3 degree angle that any other aircraft at LHR uses.
On departure all aircraft are required to be at 1000ft aal at 6.5km from start of roll, and climb out at a minimum of 4% until reaching an altitude of 4000'.
The A380 meets all these requirements.
LHRFlightman said:
C3BER said:
Take off and landing uses a lower glide slope etc. Due to less pressure on the wings and framework.
When it first landed at heathrow this was not know about by the spotters who missed the landing view as it dropped below tree height.
I was watching it take off in Dubai two weeks ago and its far lower than the rest of the fleet. We have the 380 flying into Manchester which is very handy if I need to use it and a bonus for my works partner who's daughter works for emirates as cabin crew on the 380.
Total and utter rubbish I'm afraid. When it first landed at heathrow this was not know about by the spotters who missed the landing view as it dropped below tree height.
I was watching it take off in Dubai two weeks ago and its far lower than the rest of the fleet. We have the 380 flying into Manchester which is very handy if I need to use it and a bonus for my works partner who's daughter works for emirates as cabin crew on the 380.
At LHR it is a requirement to join the ILS at 7.5nm and 2500ft during the daytime. Once established the A380 will descend at the same 3 degree angle that any other aircraft at LHR uses.
On departure all aircraft are required to be at 1000ft aal at 6.5km from start of roll, and climb out at a minimum of 4% until reaching an altitude of 4000'.
The A380 meets all these requirements.
Unless you are crashing, in which case use any angle you like
LHRFlightman said:
Total and utter rubbish I'm afraid.
At LHR it is a requirement to join the ILS at 7.5nm and 2500ft during the daytime. Once established the A380 will descend at the same 3 degree angle that any other aircraft at LHR uses.
[Splitting hairs]Surely that puts you above the 3 degree slope? At 7.5 NM you'd want to be at 2250'. Or does radar give you a step descent?[/Splitting hairs]At LHR it is a requirement to join the ILS at 7.5nm and 2500ft during the daytime. Once established the A380 will descend at the same 3 degree angle that any other aircraft at LHR uses.
HoHoHo said:
Sounds correct to me, I wasn't aware of the outward figures but always thought a 3 degree angle was the angle of approach
Unless you are a flapless FJ when the slope can be anything from 2.5 - 2 degrees dependent upon type.I have no idea what a flapless A380 would require but I would imagine it to be less than 3 degrees for speed control.
Ginetta G15 Girl said:
LHRFlightman said:
Total and utter rubbish I'm afraid.
At LHR it is a requirement to join the ILS at 7.5nm and 2500ft during the daytime. Once established the A380 will descend at the same 3 degree angle that any other aircraft at LHR uses.
[Splitting hairs]Surely that puts you above the 3 degree slope? At 7.5 NM you'd want to be at 2250'. [/Splitting hairs]At LHR it is a requirement to join the ILS at 7.5nm and 2500ft during the daytime. Once established the A380 will descend at the same 3 degree angle that any other aircraft at LHR uses.
HoHoHo said:
Sounds correct to me, I wasn't aware of the outward figures but always thought a 3 degree angle was the angle of approach
Unless you are a flapless FJ when the slope can be anything from 2.5 - 2 degrees dependent upon type.I have no idea what a flapless A380 would require but I would imagine it to be less than 3 degrees for speed control.
The A380 does use a slightly different angle to keep things nice a quiet and thats talking to a man that knows. It does have the ability climb faster but it's wing size enables it to cruise quicker.
All in all you can talk angles and power but in the end it's down to airports having requirements to keep the noise down. Mrs Peg putting her washing out does not want the full thrust of a Trent Engine overhead.
So the answer to the O/P yes it does use a different slope....but....it does not have to. And the spotters who missed the landing did so due to the lower angle. Get yourselves to Colnbrook, Heathrow spotters area and ask them.
All in all you can talk angles and power but in the end it's down to airports having requirements to keep the noise down. Mrs Peg putting her washing out does not want the full thrust of a Trent Engine overhead.
So the answer to the O/P yes it does use a different slope....but....it does not have to. And the spotters who missed the landing did so due to the lower angle. Get yourselves to Colnbrook, Heathrow spotters area and ask them.
C3BER said:
The A380 does use a slightly different angle to keep things nice a quiet and thats talking to a man that knows. It does have the ability climb faster but it's wing size enables it to cruise quicker.
All in all you can talk angles and power but in the end it's down to airports having requirements to keep the noise down. Mrs Peg putting her washing out does not want the full thrust of a Trent Engine overhead.
So the answer to the O/P yes it does use a different slope....but....it does not have to. And the spotters who missed the landing did so due to the lower angle. Get yourselves to Colnbrook, Heathrow spotters area and ask them.
Lol I don't know who you have been talking to but I think most of that is utter bAll in all you can talk angles and power but in the end it's down to airports having requirements to keep the noise down. Mrs Peg putting her washing out does not want the full thrust of a Trent Engine overhead.
So the answer to the O/P yes it does use a different slope....but....it does not have to. And the spotters who missed the landing did so due to the lower angle. Get yourselves to Colnbrook, Heathrow spotters area and ask them.
ks. The steeper your climb (leave take off flap out till higher up), the lesser the noise (for a given thrust setting). Google NADP1 (close in noise abatement) and NADP2 (further out noise abatement) if you're interested. I think your second paragraph is reference to reduced thrust take off which does indeed result in lower climb gradient. That's a trade off between engine noise and climb performance (amongst other considerations).With regard to landings, every aircraft following the landing guidance will be at the same heights down the approach PERIOD. A lot of airports these days also stipulate any visual approach will be flown at heights not lower than the instrument approach angle (typically 3 degrees).
There's no doubt a fully loaded 380 won't climb anything like a 757 or other smaller twins, but they are still required to meet the restrictions placed by local and national authorities.
HTH
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