This topic is gradually getting the airing that it needs - frontpage news in the Frankfurter Rundschau and a feature on national TV last night, backed by some heavy-duty safety experts
EASA is now investigating and the European Parliament is also in on the act.
So let's sit back and see what's left when the dust settles.....

Considering test data for the controllers has been presented at conferances I think as far back as 2002, is available on numerous web sites, and video footage of tests also available... I am not expecting any show stoppers

Zeke

My thoughts exactly, but I'm trying to keep an open mind on this one.

Difficult, though - my paranoia detector is off the scale....

Hystrionics
 

Unctuous, just because you decide to throw some hysterics into the melting pot, it does not change what I said.

Your assertion that I am in someway related to Airbus or an apologist for them, as a defense against what I am saying, simply adds credence to my comment that these attacks lack objectivity.

My business is in no way related to aviation. My business style is information and facts.

As for your suggestion that we should visit this ex-employees blog to get a feel for what is going on, you really do need to get out more.

Where art thou
 

UNCTUOUS, for such a big man with a big name you have gone all quiet on me. Now, you have had a few days to think of a response, so let's be having it..................

All in good old fashioned sport of course :}

Joe Mangan has been vindicated and his Claims Verified
 

There is proof beyond the facts at this link (below) and at Mangan's website (referenced in the first post on this thread).

see this link

I tend to think that he (Joe Mangan) might now become a legendary figure where the A380 is concerned.

From Dani

"Even if an outflow valve fails, there are still the PSU (oxygen generators), working completly undependent"

My concern would be it happens somewhere over the Pacific, many miles/minutes from an suitable alternate.

Even in the middle of the pacific, you must have enough fuel to do the emergency descent, enough Oxy for the descent and a bit longer between FL 140 and 100, and make it to your intermediate/emergency aerodrome. ETOPS, FANS and A380 haven't changed this basic rule of proper flt panning.

I fly domestically for the most part, so thanks. You list ETOPS, will that apply to the 380 as its a four engine job?

There are advanced proposals to replace ETOPS with LROPS West Coast. Engine numbers immaterial in this case - Long Range Operational Performance Standards.

Regards from the Towers

Adopt the best of ETOPS and require them on all long range acft?

Article on Mr Managan in todays Telegraph.

A380

Gagging the Already Suppressed
 

Come in Spinner.
Of course EASA wouldn't think that certificates from reputable companies would have been falsified - so why would they have any requirement to level any accusations of "non-compliance". Once put on the spot however, EASA had no choice but to come clean. Not that they (and Airbus) haven't been aware of all this finagling from the word go.

This one goes a lot further than just the A380, Aermacchi and Embraer. Costs of qualifying COTS software and COTS micro-chips are very considerable under the present system, both in dollar and "lost time" and contractual obligations terms. There's much corner-cutting, and "nod is as good as a wink to a blind regulator" going on out there. This is but the tip of a large calving iceberg.

I know of two top investigative reporters that are now right onto this, including one with a Pulitzer under his belt already.

I hope Boeing is running "above board" with their commitments from TTTech and NordMicro.

This software qualifying scam might yet end up as the media news story and Pulitzer Prize winner of the year. You only have to look back at the great series of prize-winning analytical articles on the 737 rudder to see who might be interested (hint "B.A.").

Above all else it doesn't say a lot for the Austrian legal system or the EU generally. I wonder how many companies are headquartered in Austria just to avail themselves of the protection that that country's laws afford companies that operate on the fringes of aviation regulation?

I would suggest is the reason for their location.

"Even in the middle of the pacific, you must have enough fuel to do the emergency descent, enough Oxy for the descent and a bit longer between FL 140 and 100, and make it to your intermediate/emergency aerodrome. ETOPS, FANS and A380 haven't changed this basic rule of proper flt planning."

Bit of a misconception here. The requirement is to have enough fuel to reach an alternate after a loss of a single system, for example an engine failure. There is no requirement to be able to reach an alternate following multiple failures, for example a wheelwell fire followed by a hydraulic failure which would leave the gear extended, or a total loss of pressurisation followed by a rapid descent to FL100. Of course in the latter case the experienced pilot might consider shutting down an engine to increase his range .....