BA 777 crash at Heathrow

Thomas Borchert writes:

I'm sure most remember that was not at all what happened. Red faces all
over Air France when their hot shot demo pilot had a "Hey, watch this"
moment.

Especially when his stunt exposed serious problems with the aircraft
fly-by-wire software ... serious enough to require doctoring the black box so
that nobody would find out about them. That was when I wrote Airbus off
permanently. Safety obviously wasn't a priority.

Stranger still was declaring the pilot mentally unbalanced after the incident.
He had been one of their best pilots. Either they were lying about his mental
state, or they were admitting that their best pilots are mentally unbalanced;
neither conclusion is particularly reassuring.

D Ramapriya writes:

And the pilot Michel Asseline is still in jail, I hear

He was sentenced to six months.

RST Engineering writes:

If I'm not mistaken, and it has been forty some years since I've bent a
wrench on the torch so I may well be, the pressurization comes from the
compressor section and not the turbine section.

All of those rotating things with blades are turbines.

Mxsmanic wrote in
:

RST Engineering writes:

If I'm not mistaken, and it has been forty some years since I've bent a
wrench on the torch so I may well be, the pressurization comes from the
compressor section and not the turbine section.

All of those rotating things with blades are turbines.


So your head is a turbine?


Bertie

Mxsmanic wrote in
:

Thomas Borchert writes:

I'm sure most remember that was not at all what happened. Red faces
all over Air France when their hot shot demo pilot had a "Hey, watch
this" moment.

Especially when his stunt exposed serious problems with the aircraft
fly-by-wire software ..

No, it didn't, you fjukkwit.



Bertie

Mxsmanic wrote in
news
D Ramapriya writes:

And the pilot Michel Asseline is still in jail, I hear

He was sentenced to six months.


Woulda suited you down to the ground! You wouldn't have to go out.....


Bertie

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

Big John wrote in
:

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
..
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 )

Big John

On Sat, 19 Jan 2008 03:05:14 -0500, Bob Noel
wrote:

In article ,
Big John wrote:

Pardon any misspelled words. Had out patient laser surgery and will
have a catheter and bag for next thee days (

Did it go well?

Hope you have a speedy recovery.
--------------------------------------------------------------------

Recovery seems to be on sched. Just hoping it will return me to like
I was as a 18 year old stud and eliminate the old man's problem )

Tnx for asking.

Big John

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

On Jan 19, 12:41 pm, Mxsmanic wrote:
RST Engineering writes:
If I'm not mistaken, and it has been forty some years since I've bent a
wrench on the torch so I may well be, the pressurization comes from the
compressor section and not the turbine section.

All of those rotating things with blades are turbines.

Only to those who have no idea of the proper terminology.
The turbine is the section that extracts power from the hot, high-
velocity gases and uses it to drive the compressor. It also drives the
fan in a turbofan, or the propeller in a turboprop, or the output
shaft in a turboshaft engine (APUs, helicopters, and some marine
applications.Probably lots more, especially military stuff.) Anything
else rotating with blades is part of the compressor section, or the
fan.
See: http://www.grc.nasa.gov/WWW/K-12/airplane/turbdraw.html

Dan