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Evan
Evan
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Last Activity: Today, 15:34
Joined: 2008-01-19
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  • Pariah International Airlines

    https://en.wikipedia.org/wiki/List_o...s_destinations
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  • Well, a bit late. 40 days too late. Years late really. Why does this stuff always happen after the fact? "Won't happen again..." Wonderful.

    AirBlue was the wake up call. The PIC didn't know how the FCU worked. Guess they hit the snooze button on that one.

    So... Hello, FAA... Is Pakistan Category 2 yet? How could they not be.

    BTW, Category 2 only restricts carriers from expanding into new routes. It's not a ban on existing service.

    However, I've noticed on the Wikipedia page that all of PIA's US routes are TERMINATED. So, what happened there?

    Pakistan only has one airline serving the EU and North America, and the EU Aviation Safety list bans specific airlines, so I guess that is why the ban is on the operator and not the CAA.

    They'll probably just get around this with code-sharing or wet leases....
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  • I think the crash of Eastern Flt 410 had a lot to do with it. In that case, despite being at or below 2000ft, cockpit crew of 3 with FE in the electronics bay at the time and the other two focused on repairing a gear indicator light....
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  • TeeVee, first you need to get the facts of the case straight. We ban (or should ban) states when their civil aviation authority is deemed unreliable in policing the airlines in their charge. AF447 revealed serious shortcomings at Air France, the airline, but not the BEA, the civil agency. I think arguing that Pakistan has a reliable CAA (the PCAA) at ths point would be a certain waste of your time....
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  • Evan
    replied to Helicopters on Mars
    Interesting - I hadn’t thought about Mach. A higher Mach number means a lower airfoil stall AoA, correct? I’m also wondering if these things are designed to fly on thrust (ground effect or thrust/weight advantage) rather than via lift. AFAIK The only way to fly at 100,000ft here on Earth is via thrust vector (zoom climb or rocketry) or lighter than air gasses. And the terrestrial record for rotorcraft is less than half of that altitude.
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  • You might want to rest your defense, counselor:

    CNN: Almost 1 in 3 pilots in Pakistan have fake licenses, aviation minister says

    More than 30% of civilian pilots in Pakistan have fake licenses and are not qualified to fly, the country's aviation minister revealed Wednesday.

    PIA has grounded all its pilots who hold fake licenses, effective immediately.

    "PIA acknowledges that fake licenses is not just a PIA issue but spread across the entire Pakistani airline industry,"

    https://edition.cnn.com/2020/06/25/b...hnk/index.html...
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  • Fits the profile. Does Pakistan have any aircraft carriers or was he just preparing for that fine day?



    There is the IASA program within the FAA that could be followed by EASA and other major state CAA's to ban non-compliance states like Pakistan from entering their airspace. That would wake some people up.

    Except Pakistan is not an IASA Category 2 state (how is that possible?), nor are they on the EU Air Safety list of banned states.

    If the flag carrier of Pakistan had pilots like these ones to offer, there is something massively broken in the PCAA. Corruption, most likely. Ban them. Isolate them. Changes will come....
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  • Preliminary Report Out...

    Cause, as feared: Stoogery. These 'pilots' should never have stumbled their way into an Airbus cockpit. A serious inquiry will hopefully determine how they got there and how many others like them might still be there as well.

    - As I suspected, the aural alert heard on the ATC recording was a flap overspeed warning. This would have obfuscated the gear warning.
    - Violation of sterile cockpit discipline.
    - They reached waypoint MAKLI 6780ft high yet continued the approach.
    - They ignored ATC warnings and remained over-confident.
    - The deadly OP DES on approach routine.
    - They extended the gear at 7221ft but then retracted them at 1740ft (an initiated go around by the F/O rejected by the CPT??).
    - In any case, a complete absence of CRM. (Was the CPT unaware that the F/O had retracted the gear??)
    - Pilots ignored cockpit warnings.
    - No communication from ATC to the crew about either the gear...
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  • Evan
    started a topic Helicopters on Mars

    Helicopters on Mars

    NASA/JL is sending what is essentially a large drone to Mars. How does the physics play out here?

    Atmospheric density:

    Mars has a surface atmospheric density equivalent to about 100,000 ft in Earth's atmosphere: averaging 7.5 millibars on Mars to just over 1000 on Earth.

    Gravity:

    Mars has a gravitational factor of about .38G.

    Aircraft Mass:

    The test aircraft will weigh about 4lbs on Earth.

    Rotor Airfoil:

    There are two twin-bladed counter-rotating rotors. The rotor-span is about 4 feet. The airfoils are of a relatively low aspect ratio.

    Rotor RPM:

    About 2400rpm. That's about five times the speed of a typical terrestrial helicopter.

    Will it fly out of ground effect on Mars?

    Like this?

    https://mars.nasa.gov/multimedia/vid...in_resource_li...
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  • Were those non-standard freighter conversion mods? It seems odd that such a design vulnerability would be certified....
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  • Not exactly. I think they did a swell job, all things considered, but they expedited the first landing attempt because they didn't know whatitwasdoingnow and decided it would be best to get it down before it did somethingelsenow. That caused them make some errors, such as extending flaps 40 with the yaw damper inop and not manually setting the N1 bugs. They also neglected to cross-check the ATC distance with their instruments and ended up high on the glidepath. Fortunately, none of these things lined up to cause any problems.

    As the report states, the nature of the failure was not something the crew could be expected to identify in flight....
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  • And then a practically identical whatsitdoingnow on an A330:

    https://avherald.com/h?article=4c7e8f96&opt=0
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  • What's it doing now? (classic version)

    A lot of system failures. Not a lot of QRH. Fortunately the LTC knew how to fly and the swiss cheese didn't align.

    http://avherald.com/h?article=4d8da3b7&opt=0
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  • This was an ex-Swiss military JU-52 that saw service until 1982. I believe it had the supercharged/fuel injected variants of the BMW 132. It should have been able to operate well above 14,000ft under the right conditions. I think the ceiling on the standard Ju-52 is around 19,000....
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  • There are these things called 'accident reports' put together by experts in a number of fields after conducting lengthy investigations. Often, what they find is not, surprisingly, that the pilots didn't know how to fly an airplane or the necessity of monitoring primary instruments, but rather that a convergence of factors, from stealthy systems they were not adequately trained on to fatigue and human factors that confuse or diminish concentration, awareness and judgment. I know you will continue to resist that, but that IS how you explain stuff like this.

    If it helps, there are occasional accidents where the pilots were just deliberately negligent or willfully reckless, but they are usually the easy ones to explain....
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  • Careful, 3WE is going to tell you that blaming incompetent pilots is your home base....
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  • Point taken, for manual go-arounds with the AT off (do they happen anymore?) But the TO/GA button trap is more of a stealth factor requiring layers of systems awareness to avoid (what's it not doing now?). The TO/GA detent trap is just poor dexterity and half-ass piloting. And, yes, the failure to monitor is the silver bullet in either case. As I said, they haven't built the idiot-proof airliner.

    I'm leaning strongly against a premature gear retraction/botched go-around as well. I'm thinking this was a case of one warning masking another and a failure to extend the gear....
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  • Yes, yes, I get all that, by what I'm saying is: why not have that done by advancing the thrust levers to TO/GA instead of some silly switches or buttons? The reasoning being, if the AT fails to advance the thrust for some reason using the button or switch, pilots can overlook this in the high workload of a go-around. As we have seen on numerous occasions.

    The thing is Gabriel, the theory on this crash that is based on Emirates Flt 521 doesn't work. In the Emirates crash, the pilot hit the GA switch but, because the plane had touched down and was in ground mode, nothing happened, thrust remained at IDLE AND they missed that. On the A320, you have to advance the thrust levers into the TO/GA detent just to activate the GA modes (SRS / GA TRK), so the thrust is assuredly set.

    I suppose the pilot could fail to push the levers into the TO/GA detent. I don't know how the TL resolver handles that position, but I would assume it would resolve to at least full CL power....
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  • As opposed to just making that forward movement yourself. Again, why do we need a button to do that?...
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