BA 777 crash at Heathrow

Big John wrote in
:

On Sat, 19 Jan 2008 14:31:40 +0000 (UTC), Bertie the Bunyip
wrote:

Big John wrote in
m:

Bertie

------------------long clip-----------------------

I have time in C-130, C-121 and C-141 but nothing in the modern Jet
transport airliners. Weren't around when I retired.



Wouldn't be that much different from teh 141, I wouldn't think.

Want to thank you for the Tech data you gave in basic post that I
clipped to save space.

I ask lots of questions and learn something new every day.

What bird do you normally fly or are you multiple currently
qualified?


Flying the 757 at the moment and current on widebody (non FBW) busses
though I haven't flown one in a couple of years now.
I know a few guys that flew the 141 out of McGuire.


Bertie
----------------------------------------------------------------------
-
-----------------

Bertie

On 141 the first takeoff a fire warning light came on. I said should
we do anything about that light (IE shut engine down) and IP so no
it comes one very take off and goes out when we cut power back and
that's what it did. Was fixed when bird got back home


Ha ha! those were he days!
I'd be strung up for that now!

.
Now that I've some one to ask questions to.

In my many years in the Air Defense Command we would normally make one
or more, depending on fuel, GCA's on most of our landings back at home
plate, even in clear Wx. This kept us and GCA highly proficient for
use in bad WX. It allowed me to make ONE zero zero landing out of a
GCA approach (

We also had a ILS receiver in birds and shot enough ILS's to maintain
minimum proficiency.

At most of the fields where we ran practice ILS's I found that the
signal went ape about minims and needles would bounce off of both
stops.

Has this been corrected or do you get route training an know which
ILS'S do this so you can hold what you got and fly through the bad
signal area?

Got some pictures from a VN friend who now works for FAA of a 380 that
ran off taxi way some place. Do you know where and how did they
recover. Didn't look like any damage as was just taxiing. If you want
the pictures, give me a e-mail address I can send to.

Stay out of the accident column )


I'll try!

The radio gear has improived quite a lot since then. We regulaly do Cat3
autolandings and damned if the airplane doesn't do them almost
perfectly. I mean the needles don't budge on the way down an ILS. Used
to be I could go donw an ILS almost as good myself, but we use auto
aproach so much nowadays that edge is disappearing.
Don;t know about the 380. I vaguely remember one having a runway
excursion, but I can't remember where.


Bertie

----------------------------clip-------------------------------

The radio gear has improived quite a lot since then. We regulaly do Cat3
autolandings and damned if the airplane doesn't do them almost
perfectly. I mean the needles don't budge on the way down an ILS. Used
to be I could go donw an ILS almost as good myself, but we use auto
aproach so much nowadays that edge is disappearing.
Don;t know about the 380. I vaguely remember one having a runway
excursion, but I can't remember where.


Bertie

Thanks for the info. I'll rest a little easier when in back end and
approach is to minimums in heavy rain at night.

380 may not have been current? You notice that things seem to get
recycled at later dates when somone just receives it and forwards with
no date of event.

Big John.

Big John wrote in
:




----------------------------clip-------------------------------

The radio gear has improived quite a lot since then. We regulaly do
Cat3
autolandings and damned if the airplane doesn't do them almost
perfectly. I mean the needles don't budge on the way down an ILS. Used
to be I could go donw an ILS almost as good myself, but we use auto
aproach so much nowadays that edge is disappearing.
Don;t know about the 380. I vaguely remember one having a runway
excursion, but I can't remember where.


Bertie

Thanks for the info. I'll rest a little easier when in back end and
approach is to minimums in heavy rain at night.

Oh yeah, it works very well. We can land in absolutely zero/zero
perfectly safely, though we actully need a little bit of vis to be legal
just so we can find outr way of the runway! But in many places we land
with no DH at all, and no requirement to see anything before touchdown,
though we always see something. We can land in places we can't take off
from! On touchdown, the airplane will continue down the runway
absolutely on the center line. The autobrakes will stop us the
speedbrakes auto-deploy and the only thing we do manually is select
reverse if we want it.



380 may not have been current? You notice that things seem to get
recycled at later dates when somone just receives it and forwards with
no date of event.


Yeah, I can't remember, exactly, but i think it was some time ago.

Dunno.

Bertie

On Sun, 20 Jan 2008 09:22:34 +0000 (UTC), Bertie the Bunyip
wrote:

Big John wrote in
:




----------------------------clip-------------------------------

The radio gear has improived quite a lot since then. We regulaly do
Cat3
autolandings and damned if the airplane doesn't do them almost
perfectly. I mean the needles don't budge on the way down an ILS. Used
to be I could go donw an ILS almost as good myself, but we use auto
aproach so much nowadays that edge is disappearing.
Don;t know about the 380. I vaguely remember one having a runway
excursion, but I can't remember where.


Bertie

Thanks for the info. I'll rest a little easier when in back end and
approach is to minimums in heavy rain at night.

Oh yeah, it works very well. We can land in absolutely zero/zero
perfectly safely, though we actully need a little bit of vis to be legal
just so we can find outr way of the runway! But in many places we land
with no DH at all, and no requirement to see anything before touchdown,
though we always see something. We can land in places we can't take off
from! On touchdown, the airplane will continue down the runway
absolutely on the center line. The autobrakes will stop us the
speedbrakes auto-deploy and the only thing we do manually is select
reverse if we want it.



380 may not have been current? You notice that things seem to get
recycled at later dates when somone just receives it and forwards with
no date of event.


Yeah, I can't remember, exactly, but i think it was some time ago.

Dunno.

Bertie
----------------------------------------------------------------------------------------------------


Bertie

I can see now why the Airlines are talking about taking Private Pilots
who have just upgraded to Commercial and putting in right seat to fill
coming Pilot shortage due to lack of retired Mil Pilots.

Knew you all had zero zero but haden't read that was authorized,
except only at a few airports with special birds and trained aircrews.
Big brother all the way.

Big John

Big John wrote in
:

On Sun, 20 Jan 2008 09:22:34 +0000 (UTC), Bertie the Bunyip
wrote:

Big John wrote in
m:




----------------------------clip-------------------------------

The radio gear has improived quite a lot since then. We regulaly do
Cat3
autolandings and damned if the airplane doesn't do them almost
perfectly. I mean the needles don't budge on the way down an ILS.
Used to be I could go donw an ILS almost as good myself, but we use
auto aproach so much nowadays that edge is disappearing.
Don;t know about the 380. I vaguely remember one having a runway
excursion, but I can't remember where.


Bertie

Thanks for the info. I'll rest a little easier when in back end and
approach is to minimums in heavy rain at night.

Oh yeah, it works very well. We can land in absolutely zero/zero
perfectly safely, though we actully need a little bit of vis to be
legal just so we can find outr way of the runway! But in many places
we land with no DH at all, and no requirement to see anything before
touchdown, though we always see something. We can land in places we
can't take off from! On touchdown, the airplane will continue down the
runway absolutely on the center line. The autobrakes will stop us the
speedbrakes auto-deploy and the only thing we do manually is select
reverse if we want it.



380 may not have been current? You notice that things seem to get
recycled at later dates when somone just receives it and forwards
with no date of event.


Yeah, I can't remember, exactly, but i think it was some time ago.

Dunno.

Bertie
----------------------------------------------------------------------
-
-----------------------------


Bertie

I can see now why the Airlines are talking about taking Private Pilots
who have just upgraded to Commercial and putting in right seat to fill
coming Pilot shortage due to lack of retired Mil Pilots.

Knew you all had zero zero but haden't read that was authorized,
except only at a few airports with special birds and trained aircrews.
Big brother all the way.


That's right. The aircraft has to be certified, and the runway and the
crew. There's not a lot to it with us. the autopilot does it and we
monitor. There are a number of gates where we check to make sure it's
all working and the right lights come on and what not, but it's pretty
much just switch the stuff on and guide it onto the ILS. Almost every
large airliner still flying can do it nowadays.
We're not licenced for 0/0. nobody is because the airport would be
logjammed with people taxiing into each other! We can land with 200' vis
which ain't much!



Bertie

On Sun, 20 Jan 2008 18:50:44 +0000 (UTC), Bertie the Bunyip
wrote:

Big John wrote in
:

On Sun, 20 Jan 2008 09:22:34 +0000 (UTC), Bertie the Bunyip
wrote:

Big John wrote in
:




----------------------------clip-------------------------------

The radio gear has improived quite a lot since then. We regulaly do
Cat3
autolandings and damned if the airplane doesn't do them almost
perfectly. I mean the needles don't budge on the way down an ILS.
Used to be I could go donw an ILS almost as good myself, but we use
auto aproach so much nowadays that edge is disappearing.
Don;t know about the 380. I vaguely remember one having a runway
excursion, but I can't remember where.


Bertie

Thanks for the info. I'll rest a little easier when in back end and
approach is to minimums in heavy rain at night.

Oh yeah, it works very well. We can land in absolutely zero/zero
perfectly safely, though we actully need a little bit of vis to be
legal just so we can find outr way of the runway! But in many places
we land with no DH at all, and no requirement to see anything before
touchdown, though we always see something. We can land in places we
can't take off from! On touchdown, the airplane will continue down the
runway absolutely on the center line. The autobrakes will stop us the
speedbrakes auto-deploy and the only thing we do manually is select
reverse if we want it.



380 may not have been current? You notice that things seem to get
recycled at later dates when somone just receives it and forwards
with no date of event.


Yeah, I can't remember, exactly, but i think it was some time ago.

Dunno.

Bertie
----------------------------------------------------------------------
-
-----------------------------


Bertie

I can see now why the Airlines are talking about taking Private Pilots
who have just upgraded to Commercial and putting in right seat to fill
coming Pilot shortage due to lack of retired Mil Pilots.

Knew you all had zero zero but haden't read that was authorized,
except only at a few airports with special birds and trained aircrews.
Big brother all the way.


That's right. The aircraft has to be certified, and the runway and the
crew. There's not a lot to it with us. the autopilot does it and we
monitor. There are a number of gates where we check to make sure it's
all working and the right lights come on and what not, but it's pretty
much just switch the stuff on and guide it onto the ILS. Almost every
large airliner still flying can do it nowadays.
We're not licenced for 0/0. nobody is because the airport would be
logjammed with people taxiing into each other! We can land with 200' vis
which ain't much!



Bertie
--------------------------------------------------------------------

Bertie

This thread is getting long so will be my last to it. Tnx for all the
current info.

Our mins were 200/1 and I landed with that many times.

Became so routine never gave it a second thought. Many landing were in
North Bay San Fran (Hamilton Field) with the bay fog. Thick and heavy
and no R/W until at mins (or below). Then landing lights to see stripe
to clear R/W and taxi back to ramp.

Have a good holiday tomorrow.

Big John

Big John wrote in
:

This thread is getting long so will be my last to it. Tnx for all the
current info.

Our mins were 200/1 and I landed with that many times.

Yes, well for me too, and not that long ago! Still is if there;s no Cat 3
or Cat 2]

Became so routine never gave it a second thought. Many landing were in
North Bay San Fran (Hamilton Field) with the bay fog. Thick and heavy
and no R/W until at mins (or below). Then landing lights to see stripe
to clear R/W and taxi back to ramp.

Have a good holiday tomorrow.

Thanks, but work for me tomorrow!

See ya, and look after your , you know!

Bertie

On Sun, 20 Jan 2008 20:14:08 -0600, Big John wrote:

Many landing were in North Bay San Fran
(Hamilton Field) with the bay fog.

Ha... I was born in the Hamilton Field hospital.

--
Dallas