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exeng
#2
Wheezy,
Mistrust in Management
Join Date: Mar 2000
Location: U.K.
Posts: 461
Yesterday, 11:15
#15
NutLoose
sudden Winds
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#10
John Citizen
And what if youre a FO who happens to BE an instructor
and see the captain doing stupid things ?
Ive seen all kinds of stupidities and I have never said
anything unless safety was compromised or headed in that
direction. Ive seen captains forgetting to retract the speed
brake and the throttles accelerating and wondering what
the heck was going on, I ve seen people who dont like to
study and tell you to do things contrary to whats
written...nice to see their faces when you pull the book out
of your case and show them that theyve been screwing up
for a while, and worse, telling others to follow their not
recommended techniques.
LEM, the pilot flying next to you is not your copilot,
he/she is one more pilot that happens to have been hired
after you were, and if hes not undergoing instruction (and
youre not an instructor, which its obvious youre not)
make sure you intervine in his flight only when safety is an
issue, unless you want everyone to wish they could just
call in sick everytime they have to fly with you.
SW.
Chuffer Chadley
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Quote:
Y
When my F/O questions my authority
our authority to do what?
Disregard the SOPs?
Get the operation into a potentially embarrassing (or
indefensible at an inquiry) situation?
Put the aircraft in danger?
Part of the job of the FO is to watch the Captain's blind
spots. Second pair of eyes and all that. One of the more
difficult duties is to occasionally rein him in when he starts
misbehaving. And yes, some Captains do.
Of course, there are plenty of good reasons to deviate from
the SOPs from time to time. However, I know that there are
some less responsible Capts who do so to show off, prove a
point, or just do it because they can. This can quickly
distract the FO, make his life difficult, and prevent him
effectively functioning as a useful part of the crew.
People will ask, airbus-commander, if you're ex-military. In
fact, with the attitude that seems to be on show here, I
strongly suspect you're not.
All the best.
CC
ChristiaanJ
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Quote:
Yesterday, 16:55
randomair
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#5
randomair
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26th June 2007, 17:44
singleseater
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#5
IGh
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#9
FDR "G" versus IRU's "h-dot"
runway.
The top and side of the fuselage between FS 520 and FS
540 were buckled substantially, and various other locations
on the fuselage sustained compression type buckling
damage. Similar 'damage, but to a lesser degree, occurred
at FS 1183 over the right cargo door and in the backup
structure of the nose gear. [AAR pg 6.]
From Analysis section, pg11 bottom, regarding the pilots
erroneous Pitot-Static instruments:
Because of the change in the position errors of the
airspeed and vertical velocity indicators as the aircraft
descended into ground effect, the pilot said these
instruments could not be relied upon for precise guidance
during the last 50 feet of the approach.
From AAR pg 13 top:
Based on INS vertical speed data, at main gear
touchdown, the sink rate was about 16.2 fps. The main
gear became airborne about 0.5 seconds after touchdown;
0.2 seconds later the nose gear touched down, and 0.4
seconds after the nose gear touched down the main gear
touched down again. The sink rate at touchdown exceeded
the aircraft's ultimate vertical speed limitation for landing
(12.25 fps) and initiated failures at the fuselage locations
described in this report.
= = = // = = = =
Heres a famous hard landing mishap (fatal), where the
CAB offered the old-fashioned G-trace data at touchdown.
In those days, the FDR was merely five fingers playing
etch-a-sketch on a roll of tin-foil. So the human analyst
reading the G-sketch could employ any sample-rate, or
sample-extremes of the G-trace yielding humaninvestigator induced bias into the AARs stated G- data.
From CABs AAR SA-388,
UNITED AIR LINES, INC.
BOEING 727, N7030U
SALT LAKE CITY, UTAH
November 11, 1965
From AAR pg 6, Section 1.11, Flight Recorder
A stabilized approach speed of 123 knots was reached
at 7,800 feet with slightly less than two minutes to impact.
During the last 1-1/2 minutes of the approach the rate of
descent exceeded 2,000 feet per minute and averaged in
Pontius's Copilot
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Experimentation? ...
700fpm arrival on a concrete surface equates to 2.1g in a
certain long thin canadian twin turboprop. According to its
Flight Data Monitoring equipment. Allegedly.
...
!!