10 Quirks Of Airbus & Boeing Jets Explained
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- Опубликовано: 2 май 2024
- Almost every aircraft out there has something that makes it unique and special. Some of these are easy to spot and are visual identifiers of a particular aircraft, while others are performance related and might only experienced by pilots and crews.
In today’s video we’ll go over 10 different quirks of various Airbus and Boeing jets that you may not know about - especially if you haven’t yet checked out our main Simple Flying Channel!
Article links:
simpleflying.com/boeing-737-e...
simpleflying.com/airbus-winds...
simpleflying.com/why-the-airb...
simpleflying.com/why-arent-th...
simpleflying.com/boeing-787-c...
simpleflying.com/airbus-no-se...
simpleflying.com/boeing-737-e...
simpleflying.com/airbus-a380-...
simpleflying.com/airbus-barki...
simpleflying.com/airbus-a340-...
Video sources:
Barking Dog • ジェットスター・エアバスA320,V2500...
787-9 Air France Air to Air • Le Boeing 787 Dreamlin...
787 Air Canada air to air • Our new livery in flig...
787-9 Korean Air • 대한항공 Boeing 787-9 드림라이너
787 Etihad • Boeing 787 - Air to Ai...
A380 Korean Air • Amazing Landing Airbus...
A380 China Southern • China Southern's A380 ...
A380 Emirates in Cairo • Emirates A380 lands in...
737-800 American • American Airlines 737-... )
737 china eastern • China Eastern Airlines...
A330 Air China • Air China A330-300 I P...
737 Alaska Airlines • Air to Air Footage of ...
737-500 KlasJet • Video
a350 air france • Meeting with Air Franc...
Qantas Historical 707 747 • Qantas Safety Video - ...
SAS Norway Navigation cockpit • See Norway’s most spec...
A321LR Air Transat • Our new Airbus A321neoLR
A321LR A321neo Air Astana • Airbus A321LR review: ...
A321LR A321neo Air Astana • MEET THE AIRBUS NEO LO...
A321LR first flight • A321LR First Flight fr...
A330neo 900 hi fly • In the Making: New #A3...
A330neo 900 Azul • In the Making: First #...
A330neo 900 aircalin • In the Making: First #...
A350 Asiana • In the making: Asiana ...
Airbus A330-800 in the making www.youtube.com/watch?v=xSBVQ...
737 Southwest Phoenix Timelapse • In a Blink: Southwest ...
A330-200F Final Assembly • Final assembly of the ...
A330-200F Loading • Loading of the A330-200F
A330-200F Flex • The A330-200F: flexibi...
777X DubaiAirshow2021 • Boeing 777X Vertical T...
737-200 Nolinor • Nolinor Aviation 737-2... )
737 MAX Boeing • New Boeing 737 MAX
737 MAX 787 GECAS • Video
787-10 and 737 MAX 9 Boeing • Boeing 787-10 Dreamlin...
737 GOL Air to Air • GOL - Air to Air
A380 Emirates London Gatwick Landing Takeoff • Emirates A380 take-off...
A340-600 Lufthansa • * WORLD'S FIRST *| Luf...
A340-600 Etihad A6EHK at London Heathrow • Etihad A340-600 A6-EHK...
Photo sources:
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One more reason for the A380 having only two thrust reversers: The outer engines can be beyond the runway edge. So dirt and debris could get airborne and be digested by the engines,.
The eye brow windows were used for Sextant navigation long before GPS on night flights. My Dad did so when flying the 737-200 in the Arctic.
Also useful for maintaining instead of the runway during circling approaches which with the Advent of satellite-based approaches are much less common
I was going to say how is that upward window any useful for ground taxiing as the video was saying. doesn't make sense...lol
@@mingming9604 tight turning it said. Then its not up anymore but looking at the ground.
I’m glad that someone else knew this.
Putting toilets in the cargo hold of the A340 came with some special measures. From the article on this subject by Simple Flying:
During the flight, Lufthansa would station a flight attendant in the galley next to the bathrooms to ensure that passengers were taken care of and safely secure in the event of an emergency. The downstairs space has a maximum limit of ten passengers due to having only ten oxygen masks.
I remember that except the brand was Iberia. You should have seen my face when the flight attendant told me to go downstairs to find the bathrooms...
The design is good although without its own limitations. This lavatories are not that simple to operate and maintain and they require additional safety measures and security compromises. Thomas Cook had also cargohold lavatories on their A330s. It is rather unpopular choice even for Low-Cost carriers like Air Asia X.
It's also an unpopular choice for flight attendants, as they feel completely secluded from almost all interaction and outside input. So much so that Lufthansa removed the downstairs galleys over 5 years ago and now only has lavatories and the crew rests on the lower deck.
@@olfrygt That makes sense. Due to the nature of people who do pass the interview and pass the training process plus the social nature of the job itself, flight attendants are outgoing, charismatic, extrovert, and friendly. As a result most of them don’t handle long periods of solitude very well.
Wait, so somebody had to be there the whole flight, mostly to essentially smell the S of passengers in between meals?
It’s important to say though that the black mask on Airbus aircraft only has an effect on the A350, on the A320 family and the A330 it’s aesthetic
Finnair has painted the same black mask on their ATR-fleet. Looks nice and modern.
@@RoyalMela Air Canda also uses it by default as part of their new livery
It has to do with the delicate curved shape of the A350's windshield, right?
@@turbofanct6679 it has to do with expansion of the parts in hot places like Saudi Arabia and dubai
I dislike the mask on Air Canada’s Dreamliner fleet, it looks tacky !
Speaking of quirky planes, @5:25 is a Nolinor Aviation 737-200 with a gravel kit.
I already knew what the barking noise (to me it sounds more like a big hand saw going through a wooden board) is but I still hope to hear one day exactly WHY the PTU produces that sound.
I wondered about something similar which the video also didn't answer - I understand the noise comes from the hydraulic system, but *why* is it specific to the A320/A330? Why do no other commercial jets produce the same noise?
@@asystole_ if I remember right simple flying had a separate 3-4 minute video explaining what that happens. I don't remember if he actually answers your question though :/
The PTU transfers power between the green (left, connected to #1 engine hydraulic pump) and yellow (right, connected to #2 engine hydraulic pump) hydraulic systems. You hear a sound while the PTU runs, but it starts and stops to maintain about 3000 psi in both systems.
In normal operation both engines are running and providing power to both green and yellow hydraulic system, so no hydraulic power is exchanged between the systems via the PTU. But on startup or shutdown with only one engine running you hear the PTU pressurizing the opposite hydraulic system.
sounds like rubber rubbing
It's simply the sound of the pump driven by hydraulic fluid on the driven side. On the airbus it operates periodically,as you may have heard. On the Boeing, it operates continously, but only WHEN it is reuired to operate, however it's been designed really as a backup feature, and utilised in real need.
(aircraft in air, pressure below a certain value on sys "B", command from autoslat system)
A story I got from a friend of mine about the A380 thrust reverser. When the aircraft first came out a pilot wrote up the #2 thrust reverser for not stowing after deployment. Due to time and parts restraints, the mechanic MEL'd or deferred the repair. He followed the procedures and locked the reverser out. It was later found out that the pilot had written it up as the #2 because it was on the #2 engine, however that is the #1 thrust reverser. The mechanic had locked out the good reverser and left the bad one operational because it only has 2 reversers and 4 engines confusing which one is which. I believe everyone refers to them and L/H and R/H now.
The cargo deck toilets on the A340 are the best thing since sliced bread. So spacious and no more lurking in the aisle when waiting for a free cabin.
The "mask" looks really cool on the new Airbus planes
The barking dog 🐕 noise was hilarious 😃
My favorite quirk is the black mask on the new airbus models it make the plane more elegant
I love our Air Canada windscreen masks. I think it makes the Air Canada fleet look more harmonious between Airbus and Boeing.
my family calls them raccoon masks
From the “way back” machine is the ability to power back on rear engined aircraft. Got to experience it once in a 727. Very cool!
Same on an MD-80 series jet. Went FWD for a few feet, then began moving backwards...just a kid at the time.
I powered back a C-141 once. Flew it for over 6 tears and just that one time.
@@gerardmoran9560
It was a contingency procedure for the C-141 and we had to pull the manual out to do it.
@@jonathanpick862 We were on a SOLL mission operating on airfields not designed for transports. And we were way above the limit of 255K or whatever it was. I had the loadmaster leave the petal doors and pressure door open and make call outs on the interphone. I had been a pax on an EAL DC-9 for a power-back and noticed they pushed up the power to almost 65% N1 I'm guessing and quickly pull the throttles back and engage the reversers. The reversers deployed with the engines above idle. Likely tough on the equipment but I did the same thing and we started rolling right away. I made sure the copilot and I had our feet on the floor! That was one of several firsts on that mission.
You just reminded me of the gang-plank at the back of the 727. I used that once a while back on ATA airlines at LaGuardia coming back from Midway.
wasn't one reason for the absence of reverse thrust on the outer A380engines, that they are so far out that there ist a high risk that grass and debry from the runywayedges gets blown up?
Indeed.
The A380 is very prone to hot brakes, so relying on brakes only each landing isn’t wise.
The a380 was designed to not have reversers but were added due to requirements. The rear two wheels on the a380 do not house brake units as to save weight. The outer engines are not over grass.
The favorite one got to be the beautifully curved wings of the 787, but the Airbus "sunglasses" look pretty cool as well.
Yup, I've seen all of those except the A330F landing gear mod. Also, mention the secret crew rest area above the rear cabin of the 777.
B787 and A350 are so beautiful
The toilets on a Thomas cook A330 were also in the cargo hold downstairs.
I was surprised that you didn't mention how the 737 Max moved the engines forward and higher to accommodate their size, in addition to the flattened housing. This design change is one of the factors that led to the need for MCAS. I believe the other reason for no reversers on the outer engines of the A380 is that with the size of the wings, the outer engines come close to overhanging the edges of the runway. Using reversers on the outer engines would increase the risk of FOD. I thought that this was actually the main reason why they didn't put reversers on the outer engines, and the weight saving was a bonus.
A couple of quirks - the Boeing 717 still has the capability for a tail door like the DC9, but tail doors were phased out after a highjacker used one to escape the aircraft in flight (come on, seriously, is the risk so high?). The most shocking quirk for me was the clamshell reversers on the old 737 engines. I was sitting with a view of the rear of the engine as we approached Penang, getting lower and lower until I thought we'd land on the water, then the runway appeared and the next thing I saw was what seemed like the back of the engine falling off! Then again - wouldn't the classic quirk be the droop-snoot on Concorde?
Yes, and also the massive size of the outside engines do help with braking. After touchdown and thrust on idle, they work as massive air brakes, like parachutes.
@@RoyalMela watch the Blancolirio channel video with the interview with the 777 pilot who had an engine failure on the way to Hawaii. Just keeping the aircraft in the air was extremely difficult due to the drag.
Fc
Yup, the repositioning of the engines for the 737 max both changed both the aerodynamics and the centre of gravity. While I think that it’s not actually called centre of gravity nor does it actually work like that, the analogy is good enough for the purpose of this comment video. The repositioning of the engines gives the 737 max a bit of a sharper upwards pitch than the normal 737s.
If the pitch lifting becomes too severe then the 737 max will stall and the engines will flame out. Because Boeing didn’t want their clients to have to spend a lot of time and money training their pilots to fly the max as a new type rating. So that’s partially why MCAS was installed. To make it feel like flying is like a normal 737. But also to counter the steep upward pitch. It would activate and push the nose down to get the aircraft to fly straight, but due to it relying on a single sensor for input when that sensor malfunctioned and sent erroneous information then MCAS would push the nose down and put the plane into a steep dive,
But because the pilots hadn’t been told that MCAS even existed nor how to disable it, the nose kept on being pushed down every few seconds and the pilots couldn’t keep up.
@@mikoto7693 I still wonder till this date why Boeing was not criminally held responsible for those disasters. Sure, they paid out compensations. But, how can they install a system and didn't tell the airlines and pilots about it? And when that system failed, they were not held responsible. 'Til today, they still maintain that the pilots would have used the manual trim to correct the nosedive. How can a pilot use a tiny wheel in the cockpit to counteract a powerful electric motor at the tail of the plane? Impossible.
The B757 had a PTU as well. We usually shut down the #2 engine for taxi in but if we were going to a gate where we would deplane with the 2L door (just ahead of the left wing) we'd shut down the left engine since the jetway would be too close to the engine before it was shutdown. The left engine hydraulics powered the nosewheel steering and the PTU would automatically activate. It didn't sound like a barking dog, but it did sound awful.
The a340 Lufthansa it's a very brilliant idea 👍😉
One quirk I noticed while flying 747-400s specifically, was the shuddering right at the point of rotation and lifting off the ground. If you're not used to it, it can be a bit off putting. I hadn't noticed this on any other aircraft, even 747 -8's.
Sadly, I never got to fly the 74. On jets form the 73 to 76 if there's a skipping/tugging sensation at liftoff it's because the pilot has insufficient aileron into the crosswind.
Exactly why I wasn't at all perturbed when the Singapore Airlines 747 I was on, departing Auckland decided to scrape its butt on the tarmac. I put it down to the 'shuddering' referred to.
Note that for keeping the same typerating the maker cannot change more than a few % of the cockpit between generations (allowing pilots from older gens to learn new gens stuff without completely retrain on the new planes), the eyebrows windows on the 737 are still there inside the newer versions but are simply blocked outside (the outside skin goes over it, but from the inside of the cockpit you still see the frame that once housed the windows on older gens 737). You can see them at 1:45 in the video
I like the gear tilt present on Embraer E2 jets, and I also like how the airbus mask looks
My favorite quirk was the 2 thrust reversers on the a380
I thought that all four would have the thrust reversers because of its huge mass and weight
Also ingestion on foreign objects comes a big risk if the outside engines also had one. Dirt and debris might fly up in the air and get ingested into engines, since they are close or sometimes over the runway. But, the outside engines do help braking even without reverse thrust. Shut them off and they work like a huge parachute.
So in order for it to work correctly, I'm assuming the pilot's put the outer 2 engines at idle speed while the inner 2 will reverse thrust?
This might be a rumor, but it's said that during the design phase Airbus originally wanted to eliminate thrust reversers for the A380 altogether as they were confident that the braking system was good enough, but they compromised with two when the FAA and EASA insisted it have at least some reverse thrust capability before they can approve the aircraft.
@@markvolpe2305 I believe some A380 engines have no reversers at all and they are meant to be engines 1 and 4 all the time they’re installed on the plane. But If all 4 engines have reversers on them, pilots will put all 4 engines into reverse as they do on all Airbus aircraft by pulling the thrust levers as far back as possible, but the reversers on the outermost 2 engines are electronically disabled.
@@magnustan841 This is correct whilst the 747-8 with almost as much thrust still uses reverse thrust on all 4 GEnX 2-B engines
12:40 - Moving the WCs to the lower deck makes it easier to get into the mile-high club without getting blocked by an FA too, likely.
Thank you so much for this video i almost knew nothing of theese things now i do great job!
Thank you for explaining the barking dog 🐕 noise. Have always wondered what it was. Primarily happens at push back and after landing.
Interesting info! Thanks for sharing🇨🇦
I love the backwards tilted landing gear on the Boeing 767, Airbus A350 and Airbus A380.
As I had said in a video about the barking did noise on the main channel, I think that the noise resembles a saw cutting wood. Great video!
Nice review of all these cool facts!
Speaking of quirky Airbus noises, the 'blowing across a coke bottle' sound an A320 makes as it's on final approach is interesting. It's caused by the air blowing over the 'fuel over-pressure cavities' on the bottom on the wing. It usually happens around 160kt. I live under an ILS vector for a big airport and hear it several times per day. I guess there are vortex generators being installed in some jets to eliminate the sound, but honestly I think it sounds really cool.
Also, the 'Airbus buzz' created by some Airbus engines at takeoff. It sounds like a chainsaw in the cabin if you're near or forward of the wings. The fan blades at full power are spinning fast enough that their tips are exceeding the speed of sound, so they create mini shockwaves and because the blades are so numerous, make a buzzing sound. When the pilots pull back from full take off thrust, the sound diminishes.
the buzz only happens, as far as I know, on V2500 powered a320s
That buzzing sound happens on many turbofan aircraft
the old 707's would do the buzz-saw noise too
This was a very interesting video. I had always wondered why the A380 only had reverse thrust on its inboard engines. Thanks.
Can you also make a video on some modified Airbus and Boeing aircraft??
Very interesting video. Thank you
Every flight I go on that is Airbus with the barking dog, I always say outloud, "That poor dog down there in the cargo hold!"
Now that is a proper intro splash length for a RUclips video.
This is an excellent video
This is proper nerdy stuff .....fantastic.
🤓✈️
Another notable feature on Airbus and Boeing aircrafts;
1. Pointed-down nose on A220, A350 & 757, 787
2. Spreading sweep angled wings on 777X
3. Levered landing gear on 737 Max 10
4. Extended hump on 747-8i
5. Scimitar wingtips on Max series
6. Split wingtip on A380plus
7. Blended wingtips on A350
8. Raked wingtips on 787, 777-200LR/300ER, 747-8i/F
9. Sharklet wingtips on A380 & A320ceo family
10. Kneeling landing gear on A400M
11. AeroLoft & AeroLift for BBJ747-8i
12. Rounded/ spiral stairs on A380 & 747SP
.....another feature may forgot......
Notable quirk of 737 MAX: High tendency to dive-crash
@@aadixum Two. That's not a tendency.
@@LongGun223 Pathfinding ?
Really enjoyed this video. 👍👍😉✌️
that dog noise was unreal🤣😂
Great video. Thanks! 👊🏻✈️
Thank you for watching ,Aaron.✈️ - LR
Some A330 also have lower deck lavatory. I was on thomas cook A330 and it has lower deck lavatory.
Have been on the 777-300er Cathay Pacific, very nice, as well as the 747-400er British Airways, very nice. It's hard to say. I'd imagine that aircraft performance is in equilibrium for of them. But have to check out the latest type of both models. So we'll see🙂🙂.
I always liked with the 757 how you boarded about 1/4 of the way down the fuselage instead of in the front of the aircraft. This allows those seated in 1st class or the first couple of rows of economy plus to not have a constant stream of passengers going past you getting to the back of the aircraft. I think it makes disembarking or loading a bit faster.
It is nice, but at the same time, when you purchase a first class seat (Say, 1A) and disembark in a foreign country, you get to immigration and discover that half the aircraft is already standing in line. If you purchase a FC ticket, you'd like to be first out the door. The seconds you gain disembarking can mean an hour standing in line!
@@psuberville Never flown a 757 internationally so never had to deal with this problem. You have a good point.
@@psuberville - Better carriers permit FC to deplane first, holding coach passengers back.
@@bradcrosier1332 It's never happened to me. On United on either B757 or B787, both of which don't use the first door but the second behind FC. Maybe other airlines?
@@psuberville - I did specify, “Better carriers…”, LOL! Let’s face it, United isn’t exactly noted for their exemplary customer service. It’s been a few years since I’ve travelled internationally, but I know I’ve experienced multiple occasions where cattle-car class was delayed from deplaning to permit FC to deplane first.
Very nice and interesting
Wow that a340 quirk is so interesting. I never knew about that.
Although I'm too young to have ridden on the oldest examples, here are my favorite visual quirks:
Organ Pipe exhaust ducts on early 707s
S ducts on 727 and L1011 (Ridden both of these oldies in my youth)
Glass cockpits on the 757 when they were new and all other planes had analog avionics
Joysticks instead of yokes on Airbus planes
Air stairs into belly of IL-62s with coat closets in the bottom level and inside stairs up to passenger deck for boarding in airports without jetways (not experienced firsthand)
M shaped yokes in Concorde flight deck
Anyone notice how the nose and windshield of the 787 looks remarkably similar to the 50s era Caravelle?
Six-wheel landing gear on the 777
Coke bottle fuselage of the Lockheed Constellation (Again, not flown on one but saw a flight-ready one in person at the Paris air show once)
L1011 Tristar's tailplane has no elevators. The whole horizontal stabilizer rotates like on a fighter plane.
I forgot to list the De Havilland Comet with its engines buried in the wings. What an elegant plane!
@@herrdrayer The Comet's engines are a beauty, too bad it's completely unfeasible with high bypass engines, the quite flush aerodynamic windows were really ahead of their time as well (and nose, it's really interesting how the newest jets from Airbus and Boeing look so similar in nose shape). The 727s also have air stairs at the back, leading straight to the cabin tho, pretty interesting.
You might have seen that already, but most Embraer planes have a similar yoke to the Concorde, I've seen some forum posts that some pilots prefer that in ergonomics, no idea which one is better tho as I don't fly.
please more of that!
never this quick
also a reason why the outboard engines on the A380 don’t reverse is because they could potentially suck up debris that lay beside the runway which normally wouldn’t be a problem for planes, but because of the A380’s enormous wing span they decided to not give the outer engines reverse thrust.
From a maintenance perspective, a lavatory located below the floorline is very easier to maintain because the plumbing and other connectuons are easily accessibly contributing to less downtime.
The black "bandit" looking features on Airbus jets🙂Kool
I used to work in an FAA certified repair shop, those eyebrow windows delaminate a lot and they are very expensive for their size to repair/replace there are like 40 fasteners in those things one every inch and a half or so. Getting rid of them saves a lot of money.
One really quirky thing was the BEA Trident 3 aircraft, I worked for BEA back in the 60's and we took delivery of the Trident 3 after a number of mods and stretches to the T1 &T2. When we tried testing the T3 in hot and high conditions in Madrid we found that it could not take off with such lower air density, so, we went back to Hawker Siddely and they mounted a rocket engine in the tail to assist with takeoff thrust, it was actually a Rolls-Royce RB162, a tiny turbo-jet. It fixed the problem, but when engaged in the takeoff roll, as a passenger you got a real thump in the back as it kicked in! Some people got quite concerned and we got quite a few written complaints!
The fifth pod on the 747. We used it once at ORD on a UAL 747 to transport an engine to SFO. Looked like Little Boy hanging there with that crazy cowling all around it.
Surprised about the eyebrow windows. Had always heard they were a holdover from a time when celestial navigation might need to be used as a backup (i.e. so the pilots could use a sextant and id their position via the stars like sailors used to back in the day). Never thought they were just there for extra visibility in a turn...
The 737-300 -400 -500 engines were designed flat on the bottom do to ground clearance like stated in the video. The engine itself self wasn't flat. The hydraulic pump, generator, other accessories were moved from lower to higher positions inside the cowlings.
At first I was like "barking dog noise wtf is he talking about?" Then I heard it and recognized it immediately lol
I’m thrilled to finally know what the barking dog noise is on some Airbus planes. I figured it was some kind of hydraulic system, but I never knew for sure.
I didn't know it was called barking dog sound but I knew it was just the hydraulics. I've heard it so many times and I'm used to it haha.
My favourites are aircraft with built-in stairs...the old 737 being one of them
I think Ryanair also has them
727
Another quirk I noticed was the super quick rotation of 757's. Flying out of St. Thomas on a 757 the time from engine rev up to leaving the ground was a quick 25 seconds.
Not sure if that had to do with the possible shortened runway in St. Thomas or due to the thrust of the 757 itself.
The captain I've spent the last month flying with has a lot of 75 time and he says it's due to the relatively high thrust to weight of the aircraft.
Both of the above. Airlines normally perform reduced thrust takeoffs, which reduce wear and tear on the engines. Most aircraft have more thrust than is necessary for takeoffs at less than maximum weights on long runways. The performance is calculated to ensure there are adequate safety margins (all of the considerations which go into that would be a lengthy discussion in itself), and the power is set to achieve the required performance, but less than maximum. Typically the aircraft must do at least one full thrust takeoff a month, in part to validate that the engines are capable of achieving maximum performance. Maintenance tracks when these “Max Blast” (as some used to call them) takeoffs are performed, and when one is required this will be communicated to the crew (usually well in advance of the due date, as crews may not want to do one at a particular airport, for instance due to noise considerations). They will often choose to perform these at airports where higher performance is required, such as those at hight elevations or with short runways. St. Thomas certainly isn’t high elevation, and it’s runway is moderate length (7,000 feet - assuming a portion wasn’t closed for construction), so while maximum performance likely wouldn’t be required, it is always the option of the crew to utilize maximum power should they feel the need exists (which could occur for a variety of reasons - runway contamination, potential wind shear, or even an inoperative thrust reverser).
All of that said, as Tomcat said, the B-757 has an exceptionally high thrust to weight ratio for an airliner, so even at reduced thrust, it tends to get up and go more enthusiastically than other airliners (it also has eight wheels with really good brakes, so it will also stop quickly when required) - it was one of my favorite aircraft to fly.
10:57 Just heard the dog barking from my window seat near the front of the wing on the Delta's A319 - LGA to ATL
I always chuckle when I hear the dogs barking!
My wife and I flew to Denver Co from Louisville KY in early Sept 2021. Both flights there and back were on Frontier airlines Airbus A320 Neos. We heard the barking dog noise and my wife who had never flew asked what that noise was. My experience in heavy equipment led me to believe it was a hydraulic pump of some kind .
TBH the quirk I enjoyed the most when I was a kid was that you can open the locked restroom door from the outside 🤣🤣🤣
I thouhgt the eye brown window where for back-up navigation, using start to find your position.
I had always wondered about the barking dog noise.
My favorite quirk is how the Aft half of the 757 is 10" thicker than the forward half.. have yet to actually find out why though.
the 737 classic has even more flattened engine cases compared to the next generation
Next generation engines have engines mounted higher on the wing. That is why T-CAS was adapted because the point of thrust and balance after that was different.
Yes...and it crashes more often. But hey..Muricans must make their dollars
One quirky thing I loved was I once flew to Thailand on a double decked airbus (not sure what type/model) I was only in standard class I believe but I was right at the back off the top deck with a window seat with only a staircase behind me too my left and my row off seats on the opposite side off the aisle … but on my right I had the window but due to the curve off the plane wall below my window I had a lovely open topped storage unit that only our two seats could access and that had almost as much space as the standard overhead compartment which we also had .… not only was it a lovely touch meaning I didn’t have to get up and down so much I also had a bit extra leg room … if only for my right leg🤣… but on so a long flight having that and almost double the hand luggage space was a big help!
The a380 is the only fully double decked jet airliner in the world so you will have been on one of those.
I always assumed the eybrow windows were used for astronomical navgation back in the time. You could use your sextant and point it to some stars.
At my previous carrier, when we single engine taxied, we would turn on the yellow electric hydraulic pump before shutting down the number 2 engine. This prevents that barking sound and adds redundancy I guess.
The leading edge of the vertical stabilizer of the 737-300 and higher has a broken slope. It starts at a shallow angle then changes sharply to a higher angle. It's diagnostic for almost all 737s since few 100 & 200 series still fly.
I learned something from this video: I thought the barking dog noise on the A320 was a geared cargo net that was being deployed instead of baggage pods in the hold. I had no scientific or even anecdotal reason for thinking this, it just made straight-ahead intuitive sense in a way that still seems like a pretty good answer: Save some time and weight by just chucking the bags in there higgledy piggledy, then cinch them down with a net that goes 'Vvvvvvvv! Vruh! Vruh! Vruh-vruh-vruh' through the floor. (To my credit, I never said this to someone else.)
Always wondered about that dog barking 🤣
I like Quirks and features
The barking noise is so close to an actual dog baking, that my dog reacted to it.
The eye brow windows was for using the sextant.. not visual aid in the airport environment while maneuvers.
My favorite quirk is when a plane leaves on time!
Delayed (rather than late) departure is a feature introduced over the last few years. It is used deliberately so that the aircraft doesn't arrive too early for its landing slot and have to enter a holding pattern which wastes fuel and increase operating costs.
I remember how once on a flight between Manchester and Zurich we were held back by about half an hour and how the Pilot explained to the passengers, many who had connecting flights (including me with only 40 minutes between scheduled arrival and departure), that the reason for the delay was extremely high tail winds and that we would still arrive on time (which we did).
While my departures are now rarely as scheduled, it is a long time since I was in a holding pattern before landing.
My favourite is the absence of landing gear doors on the 737. On other things by though, how about the whining sound the 787 makes? It’s my favourite aspect of flying the Dreamliner, sitting behind the wing and listening to that whining during various stages of the flight. I read that’s it’s related to the hydraulic system and it’s an pump that kicks in whenever the hydraulic need to be primed.
My favorite thing about the 787 is that those shitboxes don't fly where i live.
I like the look of the mast.
The PTU noise is my favorite
Some other strange things I have remembered.
The square-section fuselage on Short Bros turboprops.
The one door per row of seats on the Britten-Norman Islander and Trislander, and of course the turboprop engine in the tail of the Trislander.
The extra seat in the back row of Embraer and Saab turboprops with a lot of extra legroom because it was aligned with the aisle.
The difference in taper at the aft end of Boeing and Airbus aircraft.
I like the flat part of a 737's engine nacelles 😊
One would think that having the toilets on a lower level might actually be a bit beneficial for A340 passengers as it gives the opportunity for a small extra bit of exercise and activity traversing the stairs up and down
I have flown on a Lufthansa A340-600 before, and experienced those toilets. It's certainly very interesting.
The A340 lavatories - why do airlines keep food storage/preparation next to the lavatories?
I’ve noticed an aisle “marketplace” that appears to be an effort to clear the pathway on single aisle aircraft, at least made airbus. It has sodas and chips, just across from the mid aisle lav.
Yass tarom🔥
The black paint around the window looks the best on the 737 planes that Canada has. More beautiful because the 737 windows are upward at the sides.
I’m about to fly on an Airbus A330. I’m glad I watched this video because that barking dog noise would freak me out. It sounded like Inspector Clouseau was in the cargo area sawing at the floor to get in.
What about the Boeing 767‘s reverse angled main gear? I’ve always wondered why they did that.
Space was at a premium in the wing/fuselage of the 767, so the landing gear had to be different to account for the issue. Also, bet you didn't know that there are panels on the tops of 767 wings that pop up any time the gear is in transit, so that the mechanism can move through its range of motion!
Whats the song?
9:07 "For an increased air intake, engines need larger turbines powered by larger fans." And I always thought it was the other way round...? :)
Also, the 737 has smaller fan diameter than the equivalent model engines on other aircraft, so the flat bottom is only part of the equation.
how do the propellers(the part we see spinning) of the 737 not hit the casing?
Do you mean the fan? It is just smaller than the casing...
@@sjokomelk Yeah i meant that thx
I was on a A330-243 a few weeks ago which also hade the downstairs lavatories. Made me think that joining the mile high club must be really easy on such a jet on a night flight
largers engines needed for higher bypass ratio, not necessarily larger turbines. Also the turbines power the fans rather than the other way around