TomcatViPWorrisome:
“IAF had all along been maintaining that the local upgrade includes indigenization of spares and parts, and that most of them have been executed. With the local upgrade halted, these claims has been proven false,” Singh said.
TomcatViPAn interesting editorial following the crash of Germanwings Flight 9525 :
[Non US] airlines recognize an MPL (Multi-engine Pilot License) with only 200 hours of flight instruction before climbing in the right seat of your commercial airplane [instead of 1500 in the US]. With 18 months as an employee of this airline, this particular co-pilot had only accumulated 630 hours. …
Foreign captains are often flying basically alone, with a very inexperienced new co-pilot. The doomed captain’s thousands of hours of flight time did him little good, while foolishly locked out of the cockpit. As a check pilot in several fleets (B727, B757, B767, B777) for two decades before I retired, even a new co-pilot had thousands of hours in complex commercial aircraft before transitioning to a new fleet and was never alone in the cockpit.
There is a national and international shortage of commercial pilots resulting in the lowering of standards in employment and certification, particularly among foreign carriers. It is also why there is increasing reliance on automation in aircraft design, particularly in the Airbus philosophy of restricting pilots from overriding the autopilot to enhance sales.
Veteran professional pilot Adam Shaw
Source:
http://www.theatlantic.com/
TomcatViPi never did aerodynamics but assume the disturbance has less impact the further back.
the less moment arm the more control surface it takes, and its spelled have, control & already in english,
i spose thre shld be sme spll chk functn u cld use if u hv prblm
😀 X True I could be more rigorous x
TomcatViPFlight Data recorder was found… some 4 days ago.
Its apparently badly damaged. Nothing has been heard since
Do you have a link ? I heard only the French President saying that the outer shell of the FDR was found but without the mechanism (what was denied latter for obvious reasons).
TomcatViPTomcatVIP:
Why we need to find the FDR!
Did the Capt attempt to activate the “numeric pad” outside the cabin door?? Will this parameter be recorded in the FDR when found?? Will the timing match the activation of the toggle switch door inside the cockpit to the “lock position” ??
FDR can’t vanish like this. They will certainly find it.
Using the numeric pad outside the cabin is a standard recommended procedure to request access to the cockpit or in the case of an emergency. Once the user have keyed in the 7 digit code, one time, an alarm (the buzzer ) sound during 1 to 9s indicating a request to access the cockpit. It’s up to the Pilots to open the door by using the UNLOCK position on the 3 mode button in the central pedestal.
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Note that each time someone request an access, the buzzer sounds for 1 to 9 sec (depending of the presets).
If an emergency procedure to access has to be done by someone, a code with two seven digits have to be typed in on the door keypad. The Buzzer inside the cockpit then sounds continuously for 30 seconds before an access can be made during a laps of only 5 seconds.
There is also a third mode: the pilots in the cockpit can select the LOCK mode in the central pedestal panel to lock the door, mute the buzzer and deny any access for at least 5 min (5 to 20 min depending of the presets) to someone executing the emergency procedure.
Without any buzz sound reported by the prosecutor, the only valid hypo is that the switch was on LOCK mode and the preset have been put on a delay superior to 8 min (the remaining flight time).
Notice also that the access procedure routinely used looks quite complicated and annoying for a crew trying to concentrate on its assigned task. 7 digit access, buzz sound, delay that have to be monitored etc… I have no hesitation thinking that many crew might use the more convenient LOCK mode as a standard procedure (which acts like a manual mode the time the delay is set). Hence the soft knocking initially by the returning pilot (Pilot Exit, Copilot switch to Lock (or the button is set on lock continuously), Pilot return and knock at the door or use the interphone. Copilot unlock via the switch (button turned from “Lock” to “Unlock” and then back to “Lock” once the pilot is back inside).
Frankly, the design of such a system sounds awkward, time consuming and impractical. Especially when modern secure lock are now an accessible technology with cost largely compatible with the security needs and the price of a plane.
There is also no reason to think that the pilot did not use the keypad since we know he tried by any means to regain access to the cockpit.
TomcatViPYes. Easy to say that part of the press have gone … Cuckoo on that case
Here is a snapshot of the CNN account on Youtube:
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I watch CNN way more than I should and I have never seen such vulgar editing before*.
Also, I agree with you regarding the awkward attitude of the prosecutor. He is the one in charge for the inquiry with public interest in mind and should not have draw such hasty conclusion.
Regarding the facts, we shld consider the unexpected delay at Barcelona. It might have something to play here, especially if we consider that he was sick, took some medicines and the plane was relatively high for what he might have been used flying short haul. Just see it as if he was severely diabetic.
*And, when I had time, I was a fan of Miss Burnett show
TomcatViPThere must be some good reason but (in term of aerodynamic) it seems strange to me that they put the Radome so close to the vertical stabilizer on all AWACS..?
It’s a matter of acting torque (length x force). The less moment arm the less over-sized your ctrl surface needs to be.
As I hve said alrdy, and JSR above, fitting such a large radome on an airliner won’t be so easy. It will need a lot of work and airframe modifications.
TomcatViPCSAR HH60 was lauched from Djibouti
TomcatViPSome might hve noticed the high value of the decent rate (3700ft/min – 1200m/min) and the speed (400kt- ~800-kph). Buffeting was certainly noticeable with objects shaking and stewardess having difficulty to walk in the alley for example.
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Cloud cover was only localized close to the point of impact (hence mountain view was obstructed only at the last minutes – from my mem – have to check weather of the day).
And last but not least, a pilot trying to break through the cockpit door* might have raise some attention…
*especially with an axe as recently reported
TomcatViPNot yet mentioned as far as I have read anywhere on line.
Why have we heard nothing of Passengers last minute phone calls, after all they must have known that the aircraft was descending. Eight or so minutes to make calls and this time not as the Malaysian aircraft ( over water far off land) but over the South of France. But no calls ?
Yes I mentioned it (page 1). Some calls or connection might hve passed through when the plane was low (at least text messages – we have discussed it around MH370 and came to the conclusion that it might be better to text and expect a bandwidth availability for the data to be sent).
Here, please remind that this is a 1990 plane used for short hauled flight that might not have been fitted with a proper passenger communication/entertainment equipment:
Registration: D-AIPX
C/n / msn: 147
First flight: 1990-11-29 (24 years 4 months)
Total airframe hrs: 58300
Cycles: 46700
Source:
TomcatViPlasers consume too much power to install as a retrofit,
but MALD, GaN AESA, & IRST can be expected 2030
Surface is important when you start thinking about Laser. The 15 is a flying tennis court in this regards. it also hve two big engines that, updated, will generate plenty of elec.
It is then a good candidate for a futur application.
We hve alrdy discussed the matter, but a big bulky plane is easier to upgrade than a nimble one (think at the ever lasting Phantom).
TomcatViPIn complement to djcross:
Das Bild unvailed that the pilot suffered depression in the past. Evidence collected might have been some medical treatment (yes I am speculating here). Those pills might have something linked with the incident.
Notice that there was report of a slowing down in the flow of the conversation b/w each pilot just prior the Pilot left the cockpit with a noticeable attenuation in the tone of the copilot (Please Refer to the prosecutor own declaration bellow).
Brice Robin: “We have the transcript of the last thirty minutes of the flight in full during the first twenty minutes the drivers communicate normally, cheerful, courteous There is nothing going wrong…”
Brice Robin: “We hear the captain prepare briefing landing in Dusseldorf, responses copilot seem laconic. We can hear the Flight officer asking this second to take command.”.
Brice Robin: “We hear both the sound of a seat back and a door that closes|…]”
[…]
Translation via Google Translate (slightly edited)
TomcatViPHey, Peter, this exactly what I am saying. At 3kft/min and with a Pilot trying to break through the cockpit door, anybody should have a hard time believing that the passengers would have stand still. So yes, some went through horrific moments. This is what I am saying. Reading French, I am able to understand in details the comments of the prosecutor. I found dubious that he is explaining that the passengers can be heard screaming only at the last second before “having a quick death”.
EoA
I am not trying to speculate. Let me tell you that you are wrong if you think so.
TomcatViPI completely agree. This is why I was astonished by “revelations” from the Fr prosecutor.
Sry if I might have myself gone beyond the facts in hands.
TomcatViPTomcatViP, to be polite your written outburst helps nothing.
Outburst is rather pejorative. I and others here took the time to underline specific points with arguments.
And by the way, close to home is quite short for an argumentation.
And remember, there is not known action AFTER the plane was set in a dive. Nothing in the 8 min long descent. I am sorry, but it does not fit (Ok, I give up with the capital letters)
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