Likewise...and the trend will likely continue.

vapilot
 

P51 guy is an experienced pilot

He knows how many rudders a plane has...but do you know slang?


I stood on the rudders? what does that mean?

or something like...I was dancing on the rudders?

it means that there are two rudder pedals...

I am relatively sure of the following:

411A is an experienced pilot

P51 guy in an experienced pilot

I am an experienced pilot

locked doors seems to know what he is talking about


and we all need to quit biting each other.

rudders...rudder

ok, the Constellation truly had rudders

the P38 had rudders

The Lockheed electra had rudders * the one like amelia flew, not the one that formed the p3.

of potatoes and po-ta-toes
 

We've conspired to steer this thread away from its original purpose.

Here come the lawyers:

Texan firm going after AA millions - JamaicaObserver.com

AA's current streak is nothing to be proud of.

However, it's not unlike USAIR's mid 1980's(?) and Delta's early 1990's(?) streak.

No one is immune, not even 411A's cherished Pan Am, who's accident record was nothing to brag about at times.

Delta's problems ocurred in the late eighties, or as they refer to it in hushed tones, the summer of 1986. The 727 in DFW was in 1988.

Spooky 2

Hmm...... L1011? DFW? Delta? I lost a friend in that one. Wind Shear.

Two different accidents. Same airport. I think the L1011 was in 1985 and the 727 was in 1988.

#429 - one of the longest runs a Major had without a fatal accident

British Airways haven't had a fatal since 1976, and that accident was due to ATC errors. Must surely be the record eh? :ok:

That's great for BA and I always feel vey comfortable when riding on them. However, I think Qantas might have that record beat.

Qantas? How about the B744 overrun on landing in BKK during a TS? Major pilot error. The aircraft should have been written off but was repaired at great expense in order to maintain the "no hull loss" statistic. A company that until very recently was relatively small and flew exclusively medium- and longhaul in sunny weather conditions should be very careful about boasting over a "safety" record.
Compare Qantas to large airlines operating short haul in winter conditions and this safety boast shines a little less brightly.
Scratch the surface of this company and a few major screw ups come to light.

Guys, you're mixing things up. One is comparing fatalities and the other hull losses. Different statistics.

Presumably this accident to a subsidiary doesn't count?

22 August 1985; British Airtours 737-200; Flight 28M; Manchester Airport, England: The crew rejected the takeoff due to an uncontained engine failure. The failure led to a punctured fuel tank and a fire that spread to the cabin. The accident killed 53 of 131 passengers and two of six crew members.

one thing about pan am...they were pioneers...the rules were different ...the character of the pilot was different.

we know what we need to know to fly safely...and we should do it or

1. Hold

2. Cancel

3. Divert

Every accident at USAIR caused a major change in doing business at all airlines.

1. 737 rudder trim handle changed/guard installed

2. No more intersection takeoffs at LAX at night...different ATC procedures

3. Hard wing planes need different deice procedures and operations

4. ATC should communicate to pilots rapid changes in weather...installation of windshear/microburst detecting equipment at major airports rushed into action.

5. Rudder problems and new procedures/components for 737

PTH:

You know sir, every time you talk, you talk down to your colleagues as though your solutions and thoughts were never considered or thought of by other professional airmen in the transport game. Not saying they're off the mark necessarily but most of what you say, professional airmen have long made their own. Just suggesting... And if you're addressing those who are following in our footsteps, do so directly - we all value learning, but not pronouncements. FWIW. PJ2

Super VC-10 and Tyro Picard
 

Tyro is quite right to pick up on this point as this flight was operated by Pilots seconded from BA mainline and maintained by Engineers directly employed by BA. That is not to say I am attempting to allocate blame in any way towards those Pilots or Engineers - it is just a matter of record.

Many lessons were learned from that terrible accident and changes were made that exist to this day.

The position of seats by emergency exits was changed. Also the actions of the Pilots during an RTO was changed in that in a headwind the aircraft should be turned towards a fire, and conversely in a tailwind.

Some recommendations were made I believe in regard to the 'fire retardation' properties of cabin materials. I was given to understand at the time that these recommendations were not followed for all the usual reasons (I could of course be wrong)


Regards
Exeng

PJ2

I find that internet communications do not adequately signal many of the things we would feel in a face to face communication.

PTH - fair enough, just offering some feedback. There are ways of writing which offer, in an anonymous forum especially, both information and a conveyed respect for one's audience whether colleagues or those following who possess a genuine curiosity and eagerness to learn but still have their respective place as budding pilots - I have no doubt regarding your experience whatsoever and finding ways for that to come through such that the dialogue is, and remains engaged, is the challenge for internet communications.

Anyway, 'nuff said. Does your company do FOQA? If so are you guys happy with it? PJ2

use the smilies fellas ;) [see]

Good writers have always managed to make do without those wretched cueballs called smileys. When was the last time somebody asked, "Was Shakespeare kidding, or is he just a jerk?" I've never used a cartoon as a literary aid and never will.