More evidence of leathal cockpit fumes harming pilots.
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More evidence of leathal cockpit fumes harming pilots.
Don't worry folks, it won't happen to you....!
http://www.private-eye.co.uk/section...ack&issue=1374
http://www.private-eye.co.uk/section...ack&issue=1374
Last edited by Boeing 7E7; 15th Sep 2014 at 07:38.
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My crystal ball tells me, the fat-cats who are attempting to keep a lid on this scandal, will take their pensions /golden goodbyes and whatever else they can rape from the industry parties involved......they will then leg it, leaving the claimants to fight over an empty, bankrupt carcass.
Yes, I see a total whitewash, the manufacturing and service industry jobs will be transferred to "phoenix" Companies, the victims *might* get some token compensation from a Government Quango, the fat-cats will be exonerated and "lessons will be learned" (while they gloat over their ill-gotten gains)
Yes, I see a total whitewash, the manufacturing and service industry jobs will be transferred to "phoenix" Companies, the victims *might* get some token compensation from a Government Quango, the fat-cats will be exonerated and "lessons will be learned" (while they gloat over their ill-gotten gains)
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There are far more than you think.The Pilots interviewed in the Ex BA Pilot's Professionally made Film "Welcome to Toxic Airlines",are now mostly no longer with us!Just look at Aerotoxic.org website and you will see.
If you ignore these facts you have you head up your
!!
If you ignore these facts you have you head up your
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More scientific research has uncovered the curious correlation of "death" being preceded by a long period of "life", the latter sometimes dragging on for several decades.
But statisticians remind us that "correlation is not causation".
But statisticians remind us that "correlation is not causation".
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Welcome Aboard Toxic Airlines (2007) - IMDb
Am I right in saying that a large percentage of these problems are B757 related ?
Am I right in saying that a large percentage of these problems are B757 related ?
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Am I right in saying that a large percentage of these problems are B757 related ?
But I only ever fly on 747s, 777s and A330s so the problem must be limited to other types.
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Welcome Aboard Toxic Airlines (2007) - IMDb
Am I right in saying that a large percentage of these problems are B757 related ?
Am I right in saying that a large percentage of these problems are B757 related ?
Seems the only way to avoid the problem is to use a separate air compressor and not take air from the engines; as is done now in the 787.
Hazy memory. Didn't someone add up the "issues" reported, back in about 2006, and suggest that 146's and 757's were the main causes of this "alleged" issue?
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Ian W:
...and was done on early jets, 707, DC-8 (pre-70 series), likely British & French as well.
Seems the only way to avoid the problem is to use a separate air compressor and not take air from the engines; as is done now in the 787.
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Some notes from an old TWA FE who knew the early 707 well:
The 707/727/DC-8 were certificated under CAR 4b which was the legacy of 20+ years of piston transport experience - service difficulties, accident investigations, etc. It specified that no direct route for engine air (such as supercharger discharge, etc.) was to be used for cabin pressurization. Recips used gear-driven compressors on the accy section exclusively for cabin air.
Thus early jets under CAR 4b had turbocompressors - evident on 707 inboard nacelles as an extra scoop at 12 o'clock. Some ships also had one on an outboard nacelle. Similar to a turbosupercharger, they used engine bleed air to drive it, and had a separate compressor wheel to pressurize the cabin with clean air.
But in the mid-60s, when FAR25 came along as a cert basis, bleed air could be taken directly from the engine compressor for cabin pressurization.
The 707/727/DC-8 were certificated under CAR 4b which was the legacy of 20+ years of piston transport experience - service difficulties, accident investigations, etc. It specified that no direct route for engine air (such as supercharger discharge, etc.) was to be used for cabin pressurization. Recips used gear-driven compressors on the accy section exclusively for cabin air.
Thus early jets under CAR 4b had turbocompressors - evident on 707 inboard nacelles as an extra scoop at 12 o'clock. Some ships also had one on an outboard nacelle. Similar to a turbosupercharger, they used engine bleed air to drive it, and had a separate compressor wheel to pressurize the cabin with clean air.
But in the mid-60s, when FAR25 came along as a cert basis, bleed air could be taken directly from the engine compressor for cabin pressurization.
