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wysiwyg

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Viewing 15 posts - 1,456 through 1,470 (of 3,331 total)
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  • February 7, 2004 at 10:41 pm in reply to: Photo of the day 7th feb #691655
    wysiwyg
    Participant

    Because it’s at Innsbruck where you’ll find even bigger rocks in all the other directions! 😉

    February 7, 2004 at 10:31 pm in reply to: Investigators look at pilots of AA A300-600 crash #691658
    wysiwyg
    Participant

    The A300’s rudder ratio system does seem to be slightly unusual compared to the way Boeing design theirs however the techniques taught for dealing with upsets by the type training department at American were highly unusual for a big jet and in contradiction to the recommended technique by Airbus.

    February 7, 2004 at 10:17 pm in reply to: Today a plane landed on wrong runway whilst I was flying. #396018
    wysiwyg
    Participant

    Originally posted by R.weaver
    Our information gives us instructions with your discretion on the end, for it can’t give instructions…

    ??? It gives instructions but it can’t give instructions?

    In the interests of safety I believe we would be better off ditching the poxy air to ground service which is routinely abused by people believing they are professional controllers. While the information service is moderately satisfactory at most airfields it’s time to ditch them both in favour of an American style Unicom facility.

    February 6, 2004 at 8:41 pm in reply to: New Member #396049
    wysiwyg
    Participant

    What bike do you ride Bose? I’m an Aprilia V-twin man myself.

    February 6, 2004 at 3:26 pm in reply to: GA aircraft and parachutes #396184
    wysiwyg
    Participant

    My mate used to air race a Kachina in the States. He said it was lovely to fly.

    February 4, 2004 at 9:52 pm in reply to: ETOPS #694942
    wysiwyg
    Participant

    Matthew, I should think the A340 can as it contains largely the same design criteria as the A330 which was designed for ETOPS from the outset. It’s the 747/MD11/DC10/TriStar/etc which I believe is doubtful until the new LROPS come into force.

    February 4, 2004 at 8:39 pm in reply to: ETOPS #695091
    wysiwyg
    Participant

    Interesting. Personally I don’t have a problem with it for aircraft that have been designed for ETOPS from the drawing board such as the A330 and B777 but I wouldn’t fancy it on a B757 or B767.

    February 4, 2004 at 8:33 pm in reply to: Landing Gear and Thrust Settings #695099
    wysiwyg
    Participant

    As Matthew says I’d imagine you are talking about the gradual deployment of further stages of flap in the latter stages of the approach (there are 7 different flap positions for the 757 while the 737 has even more). With both engines operational we would normally land a 757 with Flap 25 or 30 so there is a lot of deployment to do. Each time we put flap out it usually coincides with a need to slow down. On the 757 approximately 1.2 EPR (on RB211-535E4 engines) will give a suitable speed for just about all flap settings, so for example if you are coming down a 3 degree glideslope with the gear down and Flap 20 and 1.2 EPR at 160 knots, selection of landing flap while maintaining the thrust at 1.2 will drift the speed back to almost exactly Vref+5 which is our non-wind factored threshold speed. This is the only reson I can find for explaining a noise (flap movement) without thrust change.

    February 4, 2004 at 8:19 pm in reply to: TCX 757 accident #695114
    wysiwyg
    Participant

    Against my wishes I was forced to sit by a pool in The Gambia for several days in 38 degrees C and consume local beer. In the evenings my roster said I had to attend restaurants, bars and a casino. Am I glad I’m back home…! And, yes, it was work.

    The flightcrew have been exonerated and are back on line. The situation occurred allegedly due to faults with the supplied aerodrome plates (missing pages from source), lack of assistance from Lyon ATC when asked straightforward questions about their own airfield and lack of visual observation by the crew despite the wingtips not being visible from the flightdeck.

    The problem is that once the Captain accepts an aircraft from base he is responsible for it until he passes it either back to engineering or another Captain, regardless of what happens. It is a bitter pill but that’s how the system works,

    February 4, 2004 at 9:37 am in reply to: TCX 757 accident #696007
    wysiwyg
    Participant

    I’m only quiet because I’ve been away on a 5 day trip in deepest darkest Africa!

    I’ve had a lengthy chat with the skipper and will be able to give more info shortly. For now all I can say is that the aircraft was on the centerline (as proven in photographs I have seen) and operating in accordance with the Jeppesen plate that was in use (although this is where the root of the problem lies).

    February 4, 2004 at 9:32 am in reply to: Landing Gear and Thrust Settings #696010
    wysiwyg
    Participant

    On most types spoilers would only be used in the earlier stages of the approach and almost certainly not with landing flap selected.

    February 4, 2004 at 9:15 am in reply to: European Aviation Emergency Landging at LGW!!! #696027
    wysiwyg
    Participant

    The B742 has 4 independent hydraulic systems with one hell of a lot of redundancy capability even with 2 systems out (unlike the 707). There is a great write up on this in the late David Davis’ Handling the Big Jets.

    February 4, 2004 at 9:02 am in reply to: X-Mas Photos #696030
    wysiwyg
    Participant

    Originally posted by theplane
    …any of you ever been to GVA? (Wys maybe??)

    Was in GVA in December and I’m back there again this coming Saturday morning.

    February 4, 2004 at 8:57 am in reply to: What happend to Prime? #696036
    wysiwyg
    Participant

    I agree with EGNM. Prime were an attempt at a passenger operation by Heavylift, so they dissapeared at the same time.

    January 29, 2004 at 9:17 pm in reply to: new aircraft for uk charter airlines #701885
    wysiwyg
    Participant

    Britannia tried the 737-800 and quickly palmed it off to a subsidiary. The charter market needs to evolve if it wants to survive in the face of low cost competition so the answer does not lie with any variant of the 737. The future for charter is the A330 and eventually the 7e7. Charters need to look at going further afield and bulk movement to shorthaul locations.

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Viewing 15 posts - 1,456 through 1,470 (of 3,331 total)
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