seahawkNice shots, but you should have gone to TFN too. That is spotters paradise imho.
seahawkCongratulations
seahawkCongratulations
seahawkWell there are rumors, that Lufthansa will make a memorial flight to remember the first lfight of the new lufthansa on 1st April 1955. A specially painted A321 (in the 1955 colors) will fly from Ham to DUS to FRA to MUS, which was the route of the first flight in 1955.
seahawkWell there are rumors, that Lufthansa will make a memorial flight to remember the first lfight of the new lufthansa on 1st April 1955. A specially painted A321 (in the 1955 colors) will fly from Ham to DUS to FRA to MUS, which was the route of the first flight in 1955.
seahawkAnother interesting fact :
Responsibility for the testing of the evacuation system lies by one british, one french and one german member of the european test team.
However I found an interesting document in the web, which states that the FAA has changed their requirements for such tests and generally allows the slides to be deployed before the evacuation begins.
http://seattlepi.nwsource.com/dayart/20050202/airbus_escape_hatch2.pdf
And that
In 1969, when the 90-second evacuation drill was run for certification of Boeing’s new 747-100, there were 499 volunteers on the plane. In 1986, the 747-400, the current version of the plane with a bigger upper deck, was certified with 540 passengers for the evacuation test.
The 747 has a small upper deck just behind the cockpit, in the jumbo jet’s signature “hump. “
Last month, the FAA adopted changes in its rules that have been in place since before the 747 for an evacuation demonstration.
The new rules allow pre-deployment of slides. But passengers cannot know the location of the emergency exits to be used before the drill begins. “The pre-deployment and inflation of slides allows the proper placement and opportunity for inspection of safety mats around the slide prior to the start of the demonstration,” the FAA said.
In addition, the revised rules allow low-level lighting outside a plane during an evacuation demonstration.
This will help those observing from the ground to react more quickly if there are problems, the FAA said, noting the risk of injury.
An FAA review of 19 full-scale evacuation demonstrations between 1972 and 1991 involving 5,797 participants found that 269, or about 4.5 percent, were injured.
In one of the demonstrations involving the McDonnell Douglas MD-11 with 410 passengers, a participant was seriously injured, resulting in paralysis.
“The FAA believes that a 4.5 percent injury rate during an emergency evacuation demonstration is not an acceptable safety practice,” the agency said in its comments that accompanied the recent rule changes.
“The potential for injuries is obviously a concern to both Airbus and the authorities and will be taken into consideration when the details are worked out,” the FAA said in one of the agency’s written responses to questions about the A380 evacuation.
Even though injuries do occur, this is a critical safety demonstration, said Snyder, the risk-analysis expert. The demonstrations are valuable to crew members for developing evacuation procedures, he said. That is especially important on the A380, he said.
“Do you want to do this in the testing stage, ” Snyder said, “or do you want the first full test to be one in which the cabin is filled with smoke and fire.”
from here : http://www.timesargus.com/apps/pbcs.dll/article?AID=/20050213/NEWS/50212012/1006/BUSINESS
It might alos be of interest that doubts about such tests have also become public for a Boeing product :
http://www.cincypost.com/business/1998/airsut070498.html
http://old.hartfordadvocate.com/articles/flightsafe.html
seahawkAnother interesting fact :
Responsibility for the testing of the evacuation system lies by one british, one french and one german member of the european test team.
However I found an interesting document in the web, which states that the FAA has changed their requirements for such tests and generally allows the slides to be deployed before the evacuation begins.
http://seattlepi.nwsource.com/dayart/20050202/airbus_escape_hatch2.pdf
And that
In 1969, when the 90-second evacuation drill was run for certification of Boeing’s new 747-100, there were 499 volunteers on the plane. In 1986, the 747-400, the current version of the plane with a bigger upper deck, was certified with 540 passengers for the evacuation test.
The 747 has a small upper deck just behind the cockpit, in the jumbo jet’s signature “hump. “
Last month, the FAA adopted changes in its rules that have been in place since before the 747 for an evacuation demonstration.
The new rules allow pre-deployment of slides. But passengers cannot know the location of the emergency exits to be used before the drill begins. “The pre-deployment and inflation of slides allows the proper placement and opportunity for inspection of safety mats around the slide prior to the start of the demonstration,” the FAA said.
In addition, the revised rules allow low-level lighting outside a plane during an evacuation demonstration.
This will help those observing from the ground to react more quickly if there are problems, the FAA said, noting the risk of injury.
An FAA review of 19 full-scale evacuation demonstrations between 1972 and 1991 involving 5,797 participants found that 269, or about 4.5 percent, were injured.
In one of the demonstrations involving the McDonnell Douglas MD-11 with 410 passengers, a participant was seriously injured, resulting in paralysis.
“The FAA believes that a 4.5 percent injury rate during an emergency evacuation demonstration is not an acceptable safety practice,” the agency said in its comments that accompanied the recent rule changes.
“The potential for injuries is obviously a concern to both Airbus and the authorities and will be taken into consideration when the details are worked out,” the FAA said in one of the agency’s written responses to questions about the A380 evacuation.
Even though injuries do occur, this is a critical safety demonstration, said Snyder, the risk-analysis expert. The demonstrations are valuable to crew members for developing evacuation procedures, he said. That is especially important on the A380, he said.
“Do you want to do this in the testing stage, ” Snyder said, “or do you want the first full test to be one in which the cabin is filled with smoke and fire.”
from here : http://www.timesargus.com/apps/pbcs.dll/article?AID=/20050213/NEWS/50212012/1006/BUSINESS
It might alos be of interest that doubts about such tests have also become public for a Boeing product :
http://www.cincypost.com/business/1998/airsut070498.html
http://old.hartfordadvocate.com/articles/flightsafe.html
seahawkNice pics. I want to go spotting again, but the weather is against me. More snow this weekend.
seahawkNice pics. I want to go spotting again, but the weather is against me. More snow this weekend.
seahawkThe general context of the FI article is that Airbus are not breaking the rules, but being allowed to by pass them.
A decision that no doubt was reached by a bunch of people with a vested interest in the A380, namely European, or dare I say it French officials.
1. the test will done in Hamburg Germany
2. the rules have been changed for the first tests to reduce the danger to the test persons
3. a full test is still required
4. FI article might be a bit wrong
seahawkThe general context of the FI article is that Airbus are not breaking the rules, but being allowed to by pass them.
A decision that no doubt was reached by a bunch of people with a vested interest in the A380, namely European, or dare I say it French officials.
1. the test will done in Hamburg Germany
2. the rules have been changed for the first tests to reduce the danger to the test persons
3. a full test is still required
4. FI article might be a bit wrong
seahawkExactly it is the US lizzard scheme. That was called NATO standard, but never was really standard.
seahawkWell, a nice story, but not the whole story.
MSN007 will be used for evacuation tests in Hamburg Finkenwerder. For that 853 seats will be installed. To reduce the risk of injuries to the test passengers, Airbus and the authorities have decided to commit the first test in daylight and with the BF Goodrich made evacuation slides already deployed. That agreement was made because of the height of the aircraft and to reduce the possibility of injury to the test persons. Only if this tests is succesfully completed more challenging scenarios will be tested. Ceritification however will only happen ,when the final standard test is passed.
(source Flug Revue 03/05)
seahawkWell, a nice story, but not the whole story.
MSN007 will be used for evacuation tests in Hamburg Finkenwerder. For that 853 seats will be installed. To reduce the risk of injuries to the test passengers, Airbus and the authorities have decided to commit the first test in daylight and with the BF Goodrich made evacuation slides already deployed. That agreement was made because of the height of the aircraft and to reduce the possibility of injury to the test persons. Only if this tests is succesfully completed more challenging scenarios will be tested. Ceritification however will only happen ,when the final standard test is passed.
(source Flug Revue 03/05)
seahawkWell with hindsight everything is easier – now is it ? But who would have thought at the time F-22 was chosen that :
– the next enemy would use airliners in suicide flights
– the next enemy would be mainly armed with RPGs and AKs
– the next enemy would not stand a fight in the airwar
– development of the next generation threats would be so slow
– force reduction would be so huge
– multi role would become so important
As an F-15 replacement I´m still positive that the F-22 was the better choice. For todays needs however, the F-23 could have been better.
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