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#21
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"Richard Kaplan" wrote in
s.com: the airline world, there is a Capt. Haynes who made a landing in South Dakota a number of years ago who probably agrees as well that independent thinking by an airline pilot is a good thing. Yeah, but he had a bit of a different situation. He had a POH which said it couldn't happen!!! Heck, even after they managed to get patched in to Boeing, the engineers kept telling him that he was wrong and that there could not be anything wrong with the hydraulics. As you said, sometimes the "man on the spot" just has to think for himself. ----------------------------------------------- James M. Knox TriSoft ph 512-385-0316 1109-A Shady Lane fax 512-366-4331 Austin, Tx 78721 ----------------------------------------------- |
#22
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"Richard Kaplan" wrote in
s.com: I was with a student in one of our club Arrows. We put the gear down and got green lights for the 2 mains, but not for the nose. Would activating the emergency gear extension system have been an option to extend the nose gear in case it were down but not fully locked? "Sort of..." Since the two mains were down and locked there was no pressure left in the system. Pressing the emergency gear extension knob does nothing but release pressure, and so nothing new would have happened. The procedure would have been to RETRACT the gear (if possible), slow down, pull the CB, and THEN push the emergency gear extension knob. If the pump were failing, then this faster release of pressure might do the trick. OTOH, if there were a mechanical problem, then there are any number of hypothetical situations where it might not even come down as well as before. You pays yer dollahs, and takes yer chances! G ----------------------------------------------- James M. Knox TriSoft ph 512-385-0316 1109-A Shady Lane fax 512-366-4331 Austin, Tx 78721 ----------------------------------------------- |
#23
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Richard Kaplan ) wrote:
: And even in the airline world, there is a Capt. Haynes who made a landing : in South Dakota a number of years ago who probably agrees as well that : independent thinking by an airline pilot is a good thing. : You're thinking of United Flight 232, a DC-10 whose #2 engine failed taking out all three hydraulic systems; the plane crashed in Sioux City, Iowa: http://www.airdisaster.com/special/special-ua232.shtml AirDisaster.Com: Special Report: United Airlines Flight 232 --Jerry Leslie Note: is invalid for email |
#24
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"leslie" wrote in message
... You're thinking of United Flight 232, a DC-10 whose #2 engine failed taking out all three hydraulic systems; the plane crashed in Sioux City, Iowa: Yes, I confused Sioux City with Sioux Falls... sorry. -- Richard Kaplan, CFII www.flyimc.com |
#25
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"Robert Moore" wrote in message . 6... Didn't have a POH in a DC-10 cockpit. He probably had an Aircraft Flight Manual, and I haven't seen an AFM yet that has said that something could not happen. Very well... so the basic point stands, which is that indepdent thinking by a pilot who know his airplane's systems can be a very good thing. -- Richard Kaplan, CFII www.flyimc.com |
#26
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"James M. Knox" wrote
Yeah, but he had a bit of a different situation. He had a POH which said it couldn't happen!!! Didn't have a POH in a DC-10 cockpit. He probably had an Aircraft Flight Manual, and I haven't seen an AFM yet that has said that something could not happen. Heck, even after they managed to get patched in to Boeing, Why did he call Boeing with a problem in a Douglas (MD) aircraft? the engineers kept telling him that he was wrong and that there could not be anything wrong with the hydraulics. Maybe he should have talked to the engineers at McDonald-Douglas. Bob Moore ATP B-707, B-727, L-188 PanAm (retired) |
#27
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"Richard Kaplan" wrote in message s.com... "Robert Moore" wrote in message . 6... Didn't have a POH in a DC-10 cockpit. He probably had an Aircraft Flight Manual, and I haven't seen an AFM yet that has said that something could not happen. Very well... so the basic point stands, which is that indepdent thinking by a pilot who know his airplane's systems can be a very good thing. That all depends on how much engineering the Manufacturer puts into their products. |
#28
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Robert Moore writes:
Didn't have a POH in a DC-10 cockpit. He probably had an Aircraft Flight Manual, and I haven't seen an AFM yet that has said that something could not happen. Heck, even after they managed to get patched in to Boeing, Why did he call Boeing with a problem in a Douglas (MD) aircraft? Because Boeing owns MD, I suspect. -- A host is a host from coast to & no one will talk to a host that's close........[v].(301) 56-LINUX Unless the host (that isn't close).........................pob 1433 is busy, hung or dead....................................20915-1433 |
#29
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David Lesher wrote
Why did he call Boeing with a problem in a Douglas (MD) aircraft? Because Boeing owns MD, I suspect. Now yes...but then??? Bob Moore |
#30
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Robert Moore wrote in
. 6: Yeah, but he had a bit of a different situation. He had a POH which said it couldn't happen!!! Didn't have a POH in a DC-10 cockpit. He probably had an Aircraft Flight Manual, and I haven't seen an AFM yet that has said that something could not happen. Loose wording, I admit. But that's what he says in his talks... that there is nothing in the manual for what to do, because they considered it impossible. And that after they started consulting with the engineers, they were repeatedly assured that it could NOT be a failure of the hydraulic system. Heck, even after they managed to get patched in to Boeing, Why did he call Boeing with a problem in a Douglas (MD) aircraft? All the MacAir guys I know are wearing badges that say Boeing. That's why I said Boeing. ----------------------------------------------- James M. Knox TriSoft ph 512-385-0316 1109-A Shady Lane fax 512-366-4331 Austin, Tx 78721 ----------------------------------------------- |
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