All these things will be discussed at the picnic. ;)

(see AA A300 topic).

Legal actions have been taken against Norbert Jacquet, accused of "outraging" the French institutions (no laughing please!). Norbert is threatened with jail. He has to prepare his defense. He also has to be ready to undercover if necessary.

For this reason, translations in progress are going to be delayed.

Where is the second video?
 

Has anyone noticed that the second video, the one whose soundtrack does not match the official one, has been removed from Youtube? All the other "official" videos are still on-line.

Now you mention it, I did. And your point is?

It's been 16 or 17 years since this happened - big deal- find something relevant in this argument.

Here's a challenge - find a second example of this happening - these things fly all over the place -fly buy wire has made major contributions to flight safety, particularly preventing CFIT. If you are using You Tube to justify your argument, then get off the train.

So,forget about this unusual line of argument - how much has FBW contributed to flight safety?

Harping on the same point isn't solving anything. Give me an example of a Boeing event which is conclusively non contributory? - the stats aren't in your favor, but I'd be interested to see what you can come up with.

Give me an up to date example, because your are boring me with this argument-what about Boeing 737 rudders or 747 cargo door commanded opening as few examples...answers on post card

is the cricket back on yet?

Hull losses (last generations):

Boeing 777: none
Boeing 737NG: 1

Airbus 330: 4 (3 ground write-off)
Airbus 340: 3 (2 ground write-off)
Airbus 319/320/321: 17 (6 ground write-off)

Note how he limits his 737 stats to the NG, yet lumps the A319/320/321 stats together?
Don't bite, people...

last generation / derrnières générations / letzte Generationen / últimas generaciones / ultime generazioni / Последние поколения


Boeing 737NG = Boeing 737-600/700/800/900

Boeing 737-100/200/300/400/500 = out of production. Finished. Over.

So?

You don't get a do-over on hull losses by type just because you switched a glass cockpit into an old airframe.

A fairer comparison would be across the first 10 years of the types concerned, while pilots were still getting used to how the aircraft operated. But you're not interested in fair, you're interested in bashing Airbus for reasons I can't quite fathom.

The whole technology and technics changed since the sixties. The whole environment changed. Air transportation is now much safer than it used to be, for all kind of reasons. The comparison you suggest is not realistic.

Just tell the truth.

There is a real problem with Airbus in France, isn't there?

http://jacno.com/za-an-am9500.htm

Everyone may judge by himself.

As an A320 TC would like to make the following observations.

1. Regardless of flare mode, when you pull hard back on an A320 sidestick at 30ft, the nose goes up. Otherwise, manual go-arounds would be, to say the least, interesting.

2. Spool up. High bypass engines spool up slowly. I imagine most jet pilots would expect a delay between selecting TOGA power at low power and obtaining the commanded thrust. That is normal tubofan behaviour.

Norbert Jacquet website's translation is going to be delayed.

Norbert is wanted by the authorities. His family, friends, former colleagues and others are interrogated to know where he might be.

Do they want to lock him up in a psychiatric hospital?

( to recall : http://jacno.com/za-an-am9500.htm )