|
Originally Posted by Old Fella
(Post 10254275)
The "Rubber Jungle" should not have deployed automatically until the Cabin altitude reached 14000'. As for the excuse that the Cabin Pressure Warning is similar to the Take-off configuration Warning,
surely the crew should be smart enough to check the Cabin Pressure before reaching 14000'. . |
Suddenly reacting and doing something that should have been done earlier without reassessing the current state of affairs can cause even worse problems. For example: forgetting to retract the landing after take off, suddenly realising it and operating the lever at a speed in excess of VLO could damage the gear doors. Assuming VLE hadn’t been exceeded, slowing down to the correct speed before retraction would be the correct course of action. Levelling off if at a suitable altitude and attempting to pressurise with a single bleed source, pack flow low and a selecting a reduced cabin V/S would avoid a sudden thump of pressure. Obviously a higher altitude would require descent rather than a level off. Unfortunately we as human beings often have a knee jerk reaction without thinking first. |
https://www.oneindia.com/india/jet-a...s-2779344.html
interesting video from cabin On a curious note, what is the pressurization rate vs climb rate? On many aircraft, especially the smaller ones, the climb rate always seems to outpace the pressurization rate. |
Have you read this yet:
Accident: Jeju B738 at Seoul on Dec 24th 2015, loss of cabin pressure and subsequent excess pressure Seems really similar except for the bleeding. On the other hand with this thread it's not really clear what is going on. |
Originally Posted by underfire
(Post 10255427)
On many aircraft, especially the smaller ones, the climb rate always seems to outpace the pressurization rate.
|
No pressurization on T/O
Having twice experienced no pressurization on T/O - on 757 due icing up of the outflow valve - not only are there warnings for this, though I am not familiar with the 73, surely, surely! the crew would have noticed something strange immediately. I recall recognising the problem on rotation, not when the jungle fell on the pax. And that is not because I was a brilliant pilot (I wasn't, I don't think), but because I am a human being and not used to my ears being punished the way they were. Even if Jaipur was hot and high, it's not that high and there would have been going on ten minutes before the masks fell. We obviously do not have the whole story and so it can only be conjecture at this point.
Prober |
Once you've been to India, and been involved in aviating there, nothing surprises you.
|
The 737 is notorious for incidents arising from the intermittent horn, sometimes leading to tragic losses. Took Boeing half a century to fix the lack of any bleed configuration error warnings. As much as I love my plane, it really is stuck in the 60s.
|
Originally Posted by FalseGS
(Post 10259498)
The 737 is notorious for incidents arising from the intermittent horn, sometimes leading to tragic losses. Took Boeing half a century to fix the lack of any bleed configuration error warnings. As much as I love my plane, it really is stuck in the 60s.
How it’s possible to be a 737 captain and not know the difference, is beyond me. Helios should never have happened. Aircraft system knowledge, FAIL. |
| All times are GMT. The time now is 20:06. |
Copyright © 2024 MH Sub I, LLC dba Internet Brands. All rights reserved. Use of this site indicates your consent to the Terms of Use.