![]() It’s a typical 3-4-3 configuration with some seats at the back of the aircraft being 2-4-2. ![]() However, there were a few ‘good ones’ when we were crossing the Atlantic Ocean. It’s also able to deal with minor turbulences well. The engine noise and vibrations are almost missing when you compare it with the domestic flights in India. While I’m not going to compare both of them, if you’re interested, you can read more about A380 vs B747.īecause it’s such a massive aircraft, you barely feel anything within the cabin. The Boeing 747 is a relatively older aircraft, but a pioneer during the jumbo jet era while the A380 is a more modern version of it. For example, Indigo has the largest fleet of Airbus A320s while Vistara mainly flies Boeing 737s.Īmongst them, the two largest aircraft are the Boeing 747 also known as the Queen of the skies and the Airbus A380. Airline companies are free to choose their vendor. Both have been competing neck-to-neck over the years and coming with newer aircraft models. The skies are ruled by mainly two manufacturers – Airbus and Boeing. If you’re an AV Geek, feel free to skip this part □ Others, please read on. This blog post is going to be my experience of flying on the Airbus A380. I was flying from Hyderabad to New York via Dubai and the second leg of the trip was on the Airbus A380. And during that phase, I added “Fly on Airbus A380” as one of my bucket list items, hoping that it would happen one day.įast forward to 2023, I flew the Airbus A380, the largest passenger aircraft in service during my first international trip to the USA. From keeping track of flights, to understanding runway orientations and aircraft parts, I’m deeply fascinated by it. Over the years, I’ve not only enjoyed flying but also developed a deep interest in aviation. Flying over the Arabian Sea and having a Samosa up there was an experience of its kind. Technically it was my dad who wanted to give me the experience. On some airplanes you have to pass through the passenger cabin to reach the bunks or lavatories on others, like the 747, you need never leave the cockpit area and can move freely between the bunk and the bathroom in your pajamas.I vividly remember the first flight I took – Mumbai to Goa – in an Air Deccan, Bombardier aircraft which was a couple of decades ago. (When I started to fly 747s, the cockpit lavatory, a standard airplane fitting, contained a most unlikely feature: a baby changing table that was only later removed to save weight.) Many long-haul planes have pilot bunks. Some airplanes have a bathroom inside the cockpit for this reason the 747 is often called the ensuite fleet. Some planes have windows that open, a blessed feature when you’re dining in the cockpit between flights and wish to feel the breeze on your face, especially if you have flown from somewhere cold to somewhere warm and have only three-quarters of an hour until you must fly home to winter. Airbus cockpits are beloved for their foldout tables, an enormous enhancement to the pilot’s quality of life when completing paperwork or a meal I also found the cup holders and sun visors were more intuitively located on the Airbus. Other differences between aircraft are so small in the context of such Earth-crossing, mile-vanquishing vessels that it feels ungrateful to dwell on them. Before moving the flaps, he turned to me, with a clearing of the throat and a smile-from over the glasses resting halfway down his nose-that said, What are these youngsters coming to? Once, soon after I switched from Airbus to Boeing, flying with a senior captain, I mistakenly asked him to select flaps zero. On the 747, the same position is called flaps up. On the Airbus, the fully stowed position of the flaps is called flaps zero. There is a friendly rivalry between the pilots of Boeing and Airbus aircraft, which in addition to everything else are two competing realms of language. In a phenomenon called type reversion, a pilot inadvertently refers to a term or procedure from a previous aircraft type. Acquiring these words and their correct usage is a significant part of the work we put into a new type rating. Indeed each aircraft type or family has its language, or at least its own dialect, and analogous devices and procedures often have different names on different aircraft. The bond between a pilot and his or her current type of airplane is hard to pin down. ![]()
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