tech question on Concord
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tech question on Concord
would one of the Concord drivers please explain the u/c mod that BA have and AF do not have. Does this mod really stop flying
rubber reaching the wing. If it does not, why are BA Pilots willing to continue flying the aircraft when it is quite obvious that tyres will burst in the future and expose them to the inherent risks.
rubber reaching the wing. If it does not, why are BA Pilots willing to continue flying the aircraft when it is quite obvious that tyres will burst in the future and expose them to the inherent risks.
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Given the histrionics that resulted at the time, you would think that anyone with any nous knows it's a Concorde.
A rhetorical question - do you think that, given the level of technical knowledge imbued by a six-month conversion course, Concorde pilots and engineers (flight and ground)are a little more likely to be able to make a valid judgement about the "obviousness" of tyre failures resulting in damage than the tabloid press and other rumourmongers?
The differences between BAs and AFs spray deflector mod state are easily obtainable via the usual media.
A rhetorical question - do you think that, given the level of technical knowledge imbued by a six-month conversion course, Concorde pilots and engineers (flight and ground)are a little more likely to be able to make a valid judgement about the "obviousness" of tyre failures resulting in damage than the tabloid press and other rumourmongers?
The differences between BAs and AFs spray deflector mod state are easily obtainable via the usual media.
From Avweb's Avweb Newswire.
The aircraft is equipped with a visual warning system that alerts pilots of low tire pressure, but that system is not active at speeds of less than 10 knots or speeds above 135 knots. The landing gear is outfitted with water deflectors, which are made of fiberglass and designed to inhibit water from splashing into the jet engine intakes. Each deflector weighs about 4 kg (8.8 pounds) and is situated in front of the forward set of main tires on both the left and right main gear. The deflectors were the subject of an optional Service Bulletin in early 1995, which recommended the insertion of two cables along the leading edge of the deflector assembly. The purpose of the cables is to retain any pieces of the deflectors should they break (possibly by a burst tire). Air France did not adopt this service bulletin, although British Airways did implement the change on their Concordes. In light of the theory that a burst tire led to the loss of the aircraft, French authorities have recorded the particulars of each tire. The number of cycles flown by the tires ranged from zero to 45.
