galdriIt has already been covered in this thread:
http://forum.keypublishing.com/showthread.php?t=98417&highlight=wooden+bombs
Regards,
Sigurjon
galdriMoggy,
You probably meant to say ANTI-clockwise, didn´t you?:confused:
galdriLooks like they punctured a perfectly good fuel tank with that digger :eek::D:D
Not only that!! Someone is legging it with a perfectly good data plate :diablo::D:D:D
Sorry guys:D Back on topic!
galdriI think you might find this photo of interest, if you have not already seen it. Taken by my friend Baldur Sveinsson on the 28th of August 1977, it shows the remains of Martinet MS 902 at it´s final resting place at Kópasker, Iceland. It was safed by the Icelandic Historical Aviation Society and stored for years at Reykjavik until it was given to the Miles Museum at Woodley.
http://www.airliners.net/photo/Miles-M-25-Martinet/1527213/M/
I had a rather good shot of this aircraft as it was with RAF Station Flight Reykjavik in 1946, but it was lost in a hard drive crash a few years back, and I don´t remember where I got it from 😮
galdriIWhat I did conclude is that the A330 seems a very small aircraft to be using on the Rio – Paris route or any other long ocean sector. I will not be taking an A330 or equivalently small aircraft across any ocean in future. I’m quite happy to fly long ocean sectors, but only in a B777 upwards, thanks.
Mate, I´d like to point you to the following from the links above:
the FAA confirmed that there had been eight such incidents on a Boeing 777
(Talking about iceing on pitot tubes).
IMHO not a good idea to be flying on a 777, then! :rolleyes:
Seriously, guys, wait a bit for the official report. Some are going to say it is biased because it is an Airbus that is involved. Be that as it may.
All aircraft have memory items regarding unreliable airspeed indication. I fly an old dog Airbus, and we have memory items for unreliable airspeed indication. If you have IRS 1 or 3 on line, you have a good chance of salvaging the situation if you are seated in the CM1 position when every thing else is gone. Remember, it looks like they didn´t loose any IRS´s during the incident, but it has not been confirmed by any official accident report.
Maybe Air France relieve crew practices (from the news paper articles quoted above) might be called into question?
galdriOf course you knew that!;)
Some are brighter than others.
It has taken me many years on the line to fit all the pieces of the puzzle, and I still don´t have a complete picture. Quess I never will. If I get a complete picture I´ll quit this game;):D
Sandy, the following is NOT aimed at you (just to avoid possible misunderstanding).
I just have to say that this thread (and many others) gives me a warm feeling! It tells me all I need know about flying, and that is coming from guys that have never even set their foot into the cockpit of a real aeroplane, or tried to maintain one:rolleyes: Wish I could be so very clever:rolleyes: The warm feeling comes from knowing what I´ve yet to learn!
galdriPerhaps, if anything, this accident warns on crews over reliance on the auto pilot?
At 2000ft and within 2nm of the runway why wasn’t someone hand flying it?
Your first sentance is correct. No matter if the aircraft is being flown using the automation, the pilots primary responsibility SHOULD be to monitor flightpath and speed. In recent years there seems to be steady decline in pilots ability to do so, as evident from numerous accidents and incidents where flightpath and speed deviations have been at blame.
Your second sentence is a little screwed;):D If any aircraft is at 2000 ft within 2 NM of the runway, it is surely doing a fly-by not a landing;)
To explain a little. A standard descent profile on approach has a gradient of approximately 3°. A very handy rule of thumb is that you will descent about 300 feet each nautical mile you travel. So, at 10 NM from the end of the runway the aircraft should be at about 3000 feet altitude AGL. 2000 feet AGL will give you just short of 7 NM from the threshold. With regards to the accident in AMS, that is where the ball started rolling really fast when the A/T went to idle. The aircraft did not, however, crash until it was within 2 NM from the threshold. I do not remember the speed profiles for AMS anymore, but if they are standard, aircraft would be expected to maintain 160 kts on the ILS until 4 NM and at that speed the aircraft is traveling a little over 2.5 NM a minute (given no head wind). So the whole thing was over and done in a little over 2 min 😮
Regarding your comment on hand flying, the short answer is no. There is nothing that absolutely says you have to hand fly the aircraft at 2 NM. Company procedures vary a lot, and even individual pilots have their own personal opinion regarding hand flying. Some companies (particulary in the Far East, I´m told), actually ban all manual landings!! For them it is autoland every time on the line, and manual landings are only done in the SIM.
galdriThat is very, very interesting to say the least.
galdriQuite a few aircraft in the 19 seat range are certified to fly single pilot, i.e. in their type certificate a minimum crew of one is stated. Aircraft I can think of are:
Dornier DO-228
Fairchild Metro
Twin Otter
etc.
These aircraft are/have been flown single pilot in the U.S and elsewere. For Europe this is not the case, as anything operated on an AOC with either turbine power or pressurisation has to be flown with a two man crew.
For Europe, basically the only thing that can be flown single pilot on commercial operations is the piston stuff.
galdriEhemmm
It´s a Christen Eagle II Aerobatic Biplane 😉 Developed from the Pitts, true, but a very different animal 😀
galdriOhhh, and I forgot to add. Normally figures (both for V speeds and Flex) should be checked by both crew members before entry into the FMS.
I think all of us that fly commercially have made a mistake reading analysis from time to time. I´ve done so myself and been found out by the other member of crew. I´ve also stopped a few bugcards that have come my way for scrutiny before entry into the FMS. It is after all human to make errors, wether we like the fact or not:(
galdriJet,
I think there must be some misunderstanding here. You are absolutely right about the FMS. I work with an older Airbus FMS and what we need to enter into the FMS is the block fuel and the ZFW. The box then calculates the the take off weight and predicted landing weight. In addition to that the box calculates minimum flap retraction speed, minimum slat retraction speed and minimum clean speed, based on the take off weight of the aircraft.
What it does not calculate, however, are the V speeds (V1, VR and V2). The reason why it does not calculate these speeds, is that they are depending on quite a lot of conditions that would be difficault to program into a computer. In addition to that, the FMS does not calculate “Flex Temperature” (the power reduction for take off).
To find the V speeds and Flex Temperature pilots must consault (that is at my place) what is called a Route Performance Manual, or Runway Analysis. Some airlines have this in paper form, others, like apparently Emerates, have it stored on a laptop on the flight deck. In the Runway Analysis, you have to choose the correct runway and runway condition (dry, wet, contaminated) and chosen flap setting for Take off. Then you will enter the table with your calculated take off weight and it will give you the V speeds for that particular take off and the maximum Flex Temperature you can use in the given conditions. The speeds will then be manually entered into the FMS and the Flex Temp. will be manually entered on to the Thrust Rating Panel.
So, as I understand things, one of the pilots enters a weight 100 tonnes off into the Runway Analysis that are stored on a laptop in the cockpit. The computer (the laptop that is) does it usual thing…..bu#l ****e in, bu#l ****e out. The wrong V speeds and Flex Temperature are then manually entered into the onboard computers with the resaults that are under discussion on this thread.
What I wrote above is a rough guideline, but I´m not typerated on the A340
galdriThanks for clarifing which aircraft it is Elliot.
I must admit that I´m not a “into” jet fighters (or any other fighters for that matter:cool:) but 1650 NM, even with external fuel, is a lot more than I thought the Hunter capable off. This figure will of course depend on being able to fly optimum flight profile, which I suspect to be very high for the Hunter being powered by a Turbojet of the second generation.
As for limitations on altitude, the flight will have to be flown all the way below FL280 (28.000 feet) due to the Hunter being unable to meet RVSM (Reduced Vertical Seperation Minima) requirements applicable above FL280.
galdriHas a bankrupt airliner ever been stolen in the UK ???
Hehehehe, Yes, in a way!! I think it was in 2002 when Islandsflug was flying for an outfit called Flight Directors out of MAN. We had one aircraft on the contract (TF-SUN). One evening coming back from Malaga (IIRC), we heard that the Flight Directors would not survive sunrise the day after, and the aircraft was to be impounded due to airport fees. The aircraft was fuelled up, the mechanics threw all the spare parts in the stores into the rear hold in record time. The crews were all rounded up from the hotel and off we went on an Icebird call sign landing at Reykjavik airport in the middle of the night!! In a way we “stole” the aircraft from the airport authority:eek:
TF-SUN was later similary “stolen” from an Italian airport authorities in Milan a year or so later after some shaky operation went belly up. I was not there so I´m a bit short on acctuals. Anyway, after that incident the aircraft became TF-ELQ
galdriJust a personal nitpick…..
Can we please call it a MiG – rather than a Mig ????
From the first letters of the designers last names…..
Mikoyan and (i) Guryevich
I thank you….
Ken;)
You are becoming like Janie (that no longer posts here). Her personal nit pick was the spelling on De Havilland…………sorry should be de Havilland ;):D:D Fits nicely with your Mig VS MiG agenda 😉
Shall we start talking Su´s 😉 An Su-27 is just that, but not an So-27 for me, a bit like Janie´s second hate. Gypsy as opposed to a Gipsy.
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