Posted on 01/17/2008 6:17:58 AM PST by UKTory
Crikey. Those pictures are chilling.
Thanks be to God it wasn’t any worse than this.
I can.
I can.
Amen!
.
I’m with you...
Pilot forgot to reset altimeter (Barometer) from Beijing to London....
“I don’t remember it they were thanking people for flying TWA.”
That was my Saratoga’s name. I bought it used from an airline when it was 1 year old and it had been flying part 21.
So I put TWA on it, Teenie Weenie Airline!
Well, the old saying is still true...
Any landing you can walk or crawl away from is a good one...
If the extended centerline on a turn from base to final is overshot, there may be a tendency by the pilot to “cheat” and apply inside rudder to increase the rate of turn – which requires opposite aileron to maintain the bank angle. The skidding turn will tend to make the nose drop that will requiring back pressure on the control column. In extreme cases, a full back control column with full opposite aileron and full inside rudder control input situation can become established. In this case the inside wing will stall first resulting in a sudden incipient spin (this is sometimes referred to as an “under the bottom stall”). Otherwise, a top-rudder stall or “over the top stall” may occur, i.e., while the aircraft is slipping. In this case the aircraft should roll towards the higher wing at the point of stall.
Suppose a stiff cross-wind is encountered right when that maneuver was being implemented?
The pilot should initiate "turning-approach stall" recovery as soon as either an artificial or natural stall warning occurs by simultaneously leveling of wings, maintenance of the recovery heading and lowering the miniature aircraft to the horizon (or as required in the AFM) on the attitude indicator and adding maximum allowable power. Once the aircraft reaches a safe airspeed, the pilot should increase pitch to initiate a climb at this speed until reaching the altitude from which the stall began.
A stall warning triggers when the aircraft’s Angle-Of-Attack (AOA) exceeds a predetermined value: This value depends upon the slat configuration. If a stall warning triggers at a low altitude, the flight crew should consider that there is an immediate flight path threat, and a potential risk of ground contact, i.e., there is no time to differentiate between a real or spurious stall warning (as there is no altitude to convert to speed). Spurious stall warnings arise from malfunction of artificial stall warning. This can be caused by a damaged AOA probe, an AOA probe that is not correctly rigged, or by a computer failure. Inadvertent maneuvering near the minimum speed with an excessive bank angle can lead to a real stall warning. The rapidity of transition to natural stall warning from onset of artificial stall warning is predicated upon the seriousness of aircraft's attitude (or other circumstances). Improper airspeed management resulting in a stall or a spin is most likely to occur when the pilot is distracted. Poor weather, sickness, or intermittent equipment malfunctions can result in the pilot focusing on tasks secondary to flying the airplane (as can in-flight fires, equipment failures or other emergencies).
An interesting situation recently arose in a B777 pertaining to Fault Tolerance vs. Fault Containment as can be discerned in the Aviation Today article In The Grip Of The Gremlins. For the crew of 9M-MRG, a MAS 777-200 departing Perth Western Australia on Aug. 1, 2005, they didn't know what to think; the book had failed them.
During their climb through flight level 380, the crew noted a LOW AIRSPEED advisory on the aircraft's Engine Indication and Crew Alerting System (EICAS). Simultaneously, the aircraft's slip/skid indication on the Primary Flight Display (PFD) deflected to full right. The PFD airspeed display showed incongruously that the aircraft was approaching both the over-speed limit and the stalling speed. Suddenly the aircraft pitched 18o nose-up and climbed at 10,560ft/min to approximately FL410 and the indicated airspeed decreased from 270 kts to 158 kts. The stall warning and stick shaker devices also intervened. The excursions continued, with snap accelerations as large as minus 2.3g and plus 3.1g achieved over the space of 0.5 secs.
The moral of that story is that the seat-belt is an aircraft passenger's best friend (and that nonchalantly traipsing down the aisle can potentially be deadly).
>>>Ever flown into Anchorage in February?<<<
Can’t recall whether it was January or February, but I did depart Adak early in 1969 and flew into Anchorage on a Reeves Aluetian Airlines Lockheed Electra. Then it was on to Kodiac.
BTW, those Reeves pilots were very good. The weather could be brutal in the Aleutians.
Does that theory hold with the very long straight approaches at Heathrow? No turns for miles out.
I’m wondering how they wrote it without the word “absolutely” (or did I miss it?). Certainly, that was an accomplishment in itself.
A whole lot of shootin’ goin’ on there!
See post #40.
If that.
I’d assume “bartending” is in their future.
They have been flying proving flights into major airports for months. This is clearly a A380, or half assed maintainance by brit ground crews. Gotta love the products of socialist education !
You sound a bit dim mate. Nevermind.
I can too. Hard to believe that slamming an old Pontiac TA from full throttle reverse at 20mph to drive with a TH400 can rip the gears out of a 10 bolt 3rd member...but it can.
Wow. Ready!Fire!Aim!
No wonder the world thinks the USA is full of dolts.
Being an ignorant fool is one thing. Being ignorant of one's own foolishness is even worse.
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