Continental TurboProp crash inbound for Buffalo
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Idle Thrust -
As one with substantial DC-9 experience I think DC-ATE was involved with tailplane ice blanking the airflow to the elevators on his 737. Pitchup with power application and limited or no elevator control just aggravated the stall, then when thrust was reduced the nose dropped and the wing became unstalled.
As one with substantial DC-9 experience I think DC-ATE was involved with tailplane ice blanking the airflow to the elevators on his 737. Pitchup with power application and limited or no elevator control just aggravated the stall, then when thrust was reduced the nose dropped and the wing became unstalled.
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Sounds right to me. We had problems with the first MD80's that came out with our airline when forgetting to press the tail deice switch in icing conditions before selecting landing flaps would cause the nose to pitch down and elevator wouldn't bring it up with out retracting flaps to aproach again. The elevator on the MD80 is marginal with no ice. With underwing engines going to max power and the elevator being blanked by ice on the horizontal stab pitch control could be a problem.
Person Of Interest
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Once again!!! Don't worry about pressing switches or switching to another "mode", YOU'RE the Captain (PIC) for gosh sake...FLY THE FRIGGIN AIRPLANE!!!!
That's the bottom line...and the final answer...
That's the bottom line...and the final answer...
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In today's multi-million dollar modern airliners though, "flying the friggin' airplane" competently will require knowledge of switches and modes, due to the complexity inherent in the multi-level failsafe systems (mechanical, electronic and digital) that permit many thousands of flights to take off and land safely every single day.
Yes, a grounding in the principles of flight and basic stick and rudder skills should still be of paramount importance in every pilot's training, but it should not be forgotten that while technological advancements have brought new issues to the table, the number of problems created are dwarfed by the number of the problems they've solved.
Yes, a grounding in the principles of flight and basic stick and rudder skills should still be of paramount importance in every pilot's training, but it should not be forgotten that while technological advancements have brought new issues to the table, the number of problems created are dwarfed by the number of the problems they've solved.
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PTH : With far fewer aircraft in the sky, and with far less pressure on the global aviation infrastructure. You're thinking in terms of raw numbers rather than adjusted and correllated ratios and/or percentages. The old days may certainly have been a better time to be a pilot, but in terms of safety they were categorically not a better time to be a passenger.
Engineers design and build, then hand them over to pilots to assess. Any shortcomings the pilots find get fed back to the engineers who modify their designs accordingly. In today's risk-averse business environment no aircraft will get to the production stage without input from test and line pilots on the prototypes, real or virtual.
Engineers design and build, then hand them over to pilots to assess. Any shortcomings the pilots find get fed back to the engineers who modify their designs accordingly. In today's risk-averse business environment no aircraft will get to the production stage without input from test and line pilots on the prototypes, real or virtual.
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Old days -- qualifying in aircraft vs drills in Simulator
Several early messages discuss routine qualification maneuvers in actual aircraft, eg:
"... old days ... a better time to be a pilot, but in terms of safety they were categorically not a better time...."
All those hull-losses (1950's-60's-early 70's) during in-aircraft- training maybe encouraged stricter company- SCREENING of weaker candidates for airline entry & upgrade. Maybe an IP might be OK with him in the Sim' (if they had any), but would refuse to work with the weaker pilot during in-aircraft stalls, Dutch-rolls, and E/O G/A's.
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Hi,
I do not recall recent accidents (last 20 years) of all crashes or the advances in technology and computer were to work until the plane contact the ground.
In all cases the pilot did not have his hands on his knees or was reading his newspaper
A plane with all the current technological advances remains a plane subject to all the physical laws of an object moving in mid air.
Since the first flight of these objects the presence of someone capable of making change was necessary.
I do not see how technological advances have changed what was done.
The pilot of today must have the same driving skills than yesterday.
Yes, a grounding in the principles of flight and basic stick and rudder skills should still be of paramount importance in every pilot's training, but it should not be forgotten that while technological advancements have brought new issues to the table, the number of problems created are dwarfed by the number of the problems they've solved.
In all cases the pilot did not have his hands on his knees or was reading his newspaper
A plane with all the current technological advances remains a plane subject to all the physical laws of an object moving in mid air.
Since the first flight of these objects the presence of someone capable of making change was necessary.
I do not see how technological advances have changed what was done.
The pilot of today must have the same driving skills than yesterday.
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DownIn3Green:
One would hope most, if not all. However these days it may be taught more as an abstract concept rather than something they may practically have to face on the line as the last airframe to suffer from it to any real degree (unless serious structural damage has occurred) was the 707.
In the case of the Colgan Q400 it wouldn't be relevant knowledge, as the Dash has a straight wing.
One would hope most, if not all. However these days it may be taught more as an abstract concept rather than something they may practically have to face on the line as the last airframe to suffer from it to any real degree (unless serious structural damage has occurred) was the 707.
In the case of the Colgan Q400 it wouldn't be relevant knowledge, as the Dash has a straight wing.
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Dear Engineers (design, not mechanics)
So, you are building all these fancy planes with super dooper computers that make everything work.
Well, this is what I want.
1. If I push the throttles all the way forward to the mechanical stop, I want every dyne of thrust/oomph,push the engine can make...even if the engine quits after 8 minutes. You see, the engine is not as valuble as the passengers/crew and I might not have time to explain to the computer what I am doing.
2. Way back when, the "T" instrument scan was standard...if you are going to change it, change it in ALL planes so that someone coming from a piper cub can get into a Firefly9000 and know which way is up and how fast you are going.
3. I want the controls to move the way I direct them, not how the computer thinks I want them moved. IF I PULL THE STICK BACK, the elevators better increase the angle of attack and so forth. Same with ailerons/roll spoilers etc.
4. If anything is done automatically with primary or secondary flight controls, I want to know about it. The trim makes noise, then if the slats are retracting without me pulling a knob I better hear about it.
5. I want lots of external lights increasing the visibility of my aircraft to other pilots.
6. I want the transponder always on, so if some clown forgets to turn on the transponder, my tcas will still work.
more may be forthcoming
Well, this is what I want.
1. If I push the throttles all the way forward to the mechanical stop, I want every dyne of thrust/oomph,push the engine can make...even if the engine quits after 8 minutes. You see, the engine is not as valuble as the passengers/crew and I might not have time to explain to the computer what I am doing.
2. Way back when, the "T" instrument scan was standard...if you are going to change it, change it in ALL planes so that someone coming from a piper cub can get into a Firefly9000 and know which way is up and how fast you are going.
3. I want the controls to move the way I direct them, not how the computer thinks I want them moved. IF I PULL THE STICK BACK, the elevators better increase the angle of attack and so forth. Same with ailerons/roll spoilers etc.
4. If anything is done automatically with primary or secondary flight controls, I want to know about it. The trim makes noise, then if the slats are retracting without me pulling a knob I better hear about it.
5. I want lots of external lights increasing the visibility of my aircraft to other pilots.
6. I want the transponder always on, so if some clown forgets to turn on the transponder, my tcas will still work.
more may be forthcoming
limit of authority
it would seem reasonable that any automatic control which reached the limit of its authority (by its nature an unusual situation), should annunciate it clearly, eg trim.
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"Way back when, the "T" instrument scan was standard...if you are going to change it, change it in ALL planes so that someone coming from a piper cub can get into a Firefly9000 and know which way is up and how fast you are going."
Maybe you meant a Cherokee? No stock J-3 has ever had a sacred-six panel.
Maybe you meant a Cherokee? No stock J-3 has ever had a sacred-six panel.
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PTH is right. If the pilot wants something he should have it, the computer should not intervene. Pilots should have final control and manufacturers that take that away have removed the final survival tactic a pilot has.
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My J3 I flew as a student pilot had a T and B indicator, AS and a compass to fly instruments. It really worked good. It also had an altimiter so we had everything. We are really spoiled now with moving map displays, etc. I kind of liked those days It seemed simpler with nothing.