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#41
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I wonder if they've addressed the rudder pedal boost, which was
apparently much more sensitive than necessary? That was a pilot training issue, not a design error. Remember? While technically true, it's unfair to single out the actual pilot of the doomed aircraft. Almost all of us believed that what he did would NOT have resulted in the total destruction of the airplane. I still believe that they should use software to limit rudder input sensitivity, as (if I'm recalling properly) the flight data recorder showed that the pilot's rudder pedal input was absurdly small -- like 5 pounds of pressure (?) -- to get the rudder to swing from lock-to-lock. Hell, that's way less than what is required in my Pathfinder. Airbus needs to address that problem. (I would be surprised if they haven't already done so.) -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
#42
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#43
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wrote:
P.S. Not a lot of comments from the US about the A380 now it flies. After the X Prize, this is non-news. Now, had the A380 been taken into the upper atmosphere... -- Peter ----== Posted via Newsfeeds.Com - Unlimited-Uncensored-Secure Usenet News==---- http://www.newsfeeds.com The #1 Newsgroup Service in the World! 120,000+ Newsgroups ----= East and West-Coast Server Farms - Total Privacy via Encryption =---- |
#44
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Jay Honeck wrote:
that the pilot's rudder pedal input was absurdly small -- like 5 pounds of pressure (?) -- to get the rudder to swing from lock-to-lock. Hell, that's way less than what is required in my Pathfinder. This is rather a problem of yor spam can which requires absurdly high control input forces. Stefan |
#45
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Hi Matt,
I was just teasing. ;-) Well, the rudder isue is adressed again. -Kees |
#46
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On Thu, 28 Apr 2005 10:14:55 -0000, Dylan Smith
wrote: I'm also wonder what the point of the 7E7 is - surely the midsize longhaul jet market is already adequately served by the 777? It's the 787 (inevitable from the start; they were just getting a cheap publicity boost by announcing the denomination, or denominating the announcement, whatever). It doesn't replace the 777 but the 757, the last one of which was finished yesterday, and the line is now closed. It actually does seem a bit different from the Boeing/Airbus predecessors. Indeed, I'm suspicious that they'll try to squeeze extra revenue out of the difference (in the 1960s there was a significant surcharge on jet planes, even when no prop planes were flying at the advertised price). Likely it will be a three-class airplane to cash in on those who want to fly something new and (a little bit) different. -- all the best, Dan Ford email (put Cubdriver in subject line) Warbird's Forum: www.warbirdforum.com Piper Cub Forum: www.pipercubforum.com the blog: www.danford.net In Search of Lost Time: www.readingproust.com |
#47
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On Thu, 28 Apr 2005 16:07:31 +0200, Stefan
wrote: You seem to miss that Airbus is *not* a French company. And the Brits tend to be at least as sensible for connotations as the Yanks. The sensitivity is very different, however. When I lived in England, I was startled to find a range of books called Cheap Editions, and the place where I got my teeth fixed part of the Health Scheme. To an American, cheap meant shoddy, and scheme meant something close to crooked. -- all the best, Dan Ford email (put Cubdriver in subject line) Warbird's Forum: www.warbirdforum.com Piper Cub Forum: www.pipercubforum.com the blog: www.danford.net In Search of Lost Time: www.readingproust.com |
#48
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Cub Driver wrote:
The sensitivity is very different, however. When I lived in England, I was startled to find a range of books called Cheap Editions, and the I'll always remember that American who proudly stated: Hey, I'm certified! in a British environment. He earned big amusement and never understood why. The question remains: Why should Airbus care about the connotations their name causes in the USA when their main market most probably will be Europe, Arabia and Asia? Stefan |
#49
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In article , ShawnD2112 wrote:
It's going to be interesting to see what a true Open Skies agreement will do to this development in the industry. I think one or the other maker will have a fleet of commercial dinosaurs on it's hands in about 10-15 years, but it'll be anybody's guess at this point which one it'll be. I don't think it's an 'either-or' game. The 7E7 and A380, at least as far as I can see, are different tools for different jobs. The A380 will do well where you need LOTS of capacities and you have the normal constraints on building new runways. The 7E7 will do well on the routes where you simply can't fill anything bigger, and may open up new routes that were previously uneconomical. I expect both will succeed - one may end up more profitable than the other, but I doubt either will flop because they both have their place right now. -- Dylan Smith, Castletown, Isle of Man Flying: http://www.dylansmith.net Frontier Elite Universe: http://www.alioth.net "Maintain thine airspeed, lest the ground come up and smite thee" |
#50
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In article , Dean Wilkinson wrote:
If you followed the airline industry, you'd realize that the 787 fills a different market segment than the 777 does. The 787 is not an intercontinental machine, its a regional machine, and will serve as a replacement for the 757/767 models. .... in which case why the planet of hell are all the pundits discussing the A380 and 7E7 as head-on competitors? If that is the case their roles are completely orthoganol. -- Dylan Smith, Castletown, Isle of Man Flying: http://www.dylansmith.net Frontier Elite Universe: http://www.alioth.net "Maintain thine airspeed, lest the ground come up and smite thee" |
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