It is nice to have the opportunity to send you an email! Well, I think I should introduce myself. I'm Glenn Gerald, currently 15 years old and I am from Sabah.
I bought your book 'Life in the Skies!' last December (2014) on my connecting flight from Kuala Lumpur to Vietnam and it was a fun and knowledgeable book for me. But sadly, I couldn't get your signature However, on my flight from Kuala Lumpur to Kota Kinabalu I met two of the flight's First Officers and I was able to get their signatures.
Captain, if possible, I would like to meet you one day as it is one of my dreams to meet the one who inspired me the most
I still remember the part of your flight from Shanghai to Kuala Lumpur on the Boeing 777. You cancelled your flight that day because of the typhoon!
You know? That story really touches my heart. I should be like you to think about other's safety especially the words, “when a doctor makes a mistake, only one patient dies, while a pilot’s mistake would impact the lives of hundreds.” I really love all of your words!
Captain, I am on my way to take my PT3 this year. For my next year's subject, I need to choose my subjects for my future.
Can I ask you Captain? What are the main subjects that I should take to be a pilot?
Sorry if I disturb you for a moment. Your reply will be much appreciated!
My question is about thrust reversers - I am a light aircraft and glider pilot in the UK and I understand that when the thrust reversers are deployed on modern engines, the flaps cut off the direction of the air in the engine, the cowl opens and the air flow is directed forward.
Now when a commercial aircraft is landing, conventional wisdom dictates the engines should be at idle in the flare or very soon after touchdown. If this is the case, the fan blades will be wind-milling and not generating thrust, so why a need for reversers. The only reason I can think of when they must use them is, where engine power is above idle?
Does this mean that the engines are kept above idle in the flare so benefit of reversal can be achieved when the aircraft lands.
My final question - Why the rain water in the air doesn’t extinguish the combustion of a jet engine? Is it because the engine is too hot?
I have just finished reading a book about flying that I bought on a trip to Taiwan. From the book I know that an aircraft is flying at around 3 degrees when cruising in the air. I also know that the table on the passenger's seat is also designed to be at 3 degrees.
I have a question. Is the aircraft flying upwards at 3 degrees or downwards at 3 degrees? And if it flies upwards at 3 degrees, will it climb to a higher level? Flying from an opposite direction, would it descend at 3 degrees towards the ground?
I've been recently told that the Boeing 777/787 FBW philosophy differs from Airbus only in 1 thing:-
The Boeing 777 will not override pilots input on the column (it will give you sirens, EICAS messages and stick shakers but you are ultimate decision maker)
On the Airbus you have to push the button in order to turn Flight Envelope off and control in the direct mode (Boeing seem to believe that reaction has to be uninterrupted by button switching)
As far as taking flight path, calculating the desired input on the flight controls (decision how smooth pull it horizontally or vertically) or in case of emergencies (i.e. if left flaperon fails, flight controls will work to minimize the asymmetry effect without change in the column input)
If you like what you read, more stories are found in my book LIFE IN THE SKIES (Preview here) and you can purchase a copy here. To check for any latest updates or postings, you can follow my Twitter at @CaptKHLim or Facebook here