Yeah I know. I have been in clear air turbulence in a piper arrow where we had ten seconds of free fall followed by a bug thump as we hit the corresponding volume of lift. We were so motion sick we kind of went beyond sick and into a new zone where you just somehow keep flying. The thing is, big storms are not meant to bring commercial jets down. Most of their instruments still worked and the pilots should have been able to keep flying.
In the plane, stall buffet is impossible to ignore. Anybody who has flown a light aircraft will know to push the nose down. Unfortunately flying is more about filling in the forms and programming the onboard computer these days. Maybe the plane is at fault, by not making the pilots fly all the time.
A bit like that pilot recently in the US. Aircraft stalled during approach due to ice on the wings. PIlot pulled up (the plane was going down right? When you want your elevator to go Up you press Up) and basically stalled the plane into the ground. I think airline pilots should be required to stay current in general aviation. Fly some ultralights, hang gliders, sailplanes, aerobatic planes or normal light aircraft. Hours flying a computerised airliner don't give you stick and rudder skills.
The answer is pretty much in the report. The co-pilot put full thottle on and kept pulling up, probably not understanding that that they were losing altitude because they were in a stall situation.
Anybody who has spun a sailplane would know to put the nose down in that situation. Maybe these guys had never done that.
"...apparently very difficult to fly without reliably knowing the airspeed."
That is true on any situation, any altitude.
Flying by the seat of their pants, most instrument qualified pilots should be able to guess airspeed well enough to stay flying below about 20K feet. Stall buffet indicates you are too slow. Screaming airflow: too fast. In the middle, just right.
If it was the initial stall they must have really stuffed up. If you can get the aircraft flying at 20000 feet, you won't have to be anywhere near stall speed and you can fly manually as long as you want. Airliners are not jet fighters. Stall recovery should be straightforward, at least once you have lost some altitude. My uncle, when he was a flying instructor, said he would take a VFR qualified pilot into cloud and they would inevitably exit the cloud in a spiral dive, but airline pilots should be able to fly on instruments, even with pitot tubes frozen up. Your ears will tell you airspeed, roughly anyway. Two or three minutes are a long enough time to get things under control.
200 km/h is terminal velocity, for a human anyway. I did some indoor skydiving and the airflow is between 190 and 200 km/h depending on how heavy you are. It puts those 300 km/h tornado winds into perspective. Thats more than one G, horizontally.
Yeah I had the same thought. The aircraft knows its position from GPS, so it knows its acceleration as soon as it starts to move. It knows the length of the runway so it should be able to warn the crew of the problem within the first few hundred metres of the takeoff run.
There was a video floating around at work which was taken by a tower controller in Canberra. The russian aircraft in question used all the runway and a bit more. I can't recall the type unfortunately. One russian co-worker told me about particular aircraft type which takes off "due to the curvature of the earth". Following the Emirates event I have stopped hanging around the ends of runway 34 at Tullamarine. It is more dangerous than I expected.
I know a guy who worked for on 747s as a LAME. After the incident with the lost gas tank he drew a picture for me of that tank in relation to the center fuel tank on the aircraft. Qantas were extremely lucky that the fuel tank didn't get punctured by the gas tank or the valve. An explosion would have been almost certain.
I am in Melbourne and my wife refuses to fly Qantas. Last time going to Malaysia she flew Emirates. I really should point her to this page about this incident. The north south runway at Tullamarine is slightly higher than the terrain past both ends of the runway and I heard from a traffic controller that the tower controllers almost lost sight of the aircraft as it traded altitude for speed immediately after takeoff. They hit the crash button and expected to see a fireball.
Gaseous, at least on the surface. I expect a gas giant located away from any star to be similar to Jupiter. Most of the heat on Jupiter comes from contraction of the planet anyway. Its more likely though that a planet like that would have moons similar to Europa, Titan, etc. They would be kept relatively warm by tidal warming from their primary. Depending on the technology available it may be easier to mine the atmospheres and surfaces of the moons than the atmosphere of the planet.
You get a caesium source and measure the radiation level with a known good instrument, and the instrument you want to calibrate. The physics department of any good university should be able to do this. Its a standard prac exercise.
Yeah but I think the problem here is that if your linux box is a gateway to a large network the process of rereading a large block of rules will involve locking the network down entirely while the rules are parsed. This could take quite a while.
Typically in Linux you have a file under/etc with rules which get translated into iptables commands which you can run at any time. To many a change on line and permanent you need to change both but thats not really hard to do. Lots of people just change the file then reload but I suppose that could be a problem if you have 10000 rules.
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Yeah I know. I have been in clear air turbulence in a piper arrow where we had ten seconds of free fall followed by a bug thump as we hit the corresponding volume of lift. We were so motion sick we kind of went beyond sick and into a new zone where you just somehow keep flying. The thing is, big storms are not meant to bring commercial jets down. Most of their instruments still worked and the pilots should have been able to keep flying.
In the plane, stall buffet is impossible to ignore. Anybody who has flown a light aircraft will know to push the nose down. Unfortunately flying is more about filling in the forms and programming the onboard computer these days. Maybe the plane is at fault, by not making the pilots fly all the time.
Pilots simply do not know how to fly anymore
Yep. Send them all out to do spins in a sailplane. Twice a year.
A bit like that pilot recently in the US. Aircraft stalled during approach due to ice on the wings. PIlot pulled up (the plane was going down right? When you want your elevator to go Up you press Up) and basically stalled the plane into the ground. I think airline pilots should be required to stay current in general aviation. Fly some ultralights, hang gliders, sailplanes, aerobatic planes or normal light aircraft. Hours flying a computerised airliner don't give you stick and rudder skills.
The answer is pretty much in the report. The co-pilot put full thottle on and kept pulling up, probably not understanding that that they were losing altitude because they were in a stall situation.
Anybody who has spun a sailplane would know to put the nose down in that situation. Maybe these guys had never done that.
That is true on any situation, any altitude.
Flying by the seat of their pants, most instrument qualified pilots should be able to guess airspeed well enough to stay flying below about 20K feet. Stall buffet indicates you are too slow. Screaming airflow: too fast. In the middle, just right.
If it was the initial stall they must have really stuffed up. If you can get the aircraft flying at 20000 feet, you won't have to be anywhere near stall speed and you can fly manually as long as you want. Airliners are not jet fighters. Stall recovery should be straightforward, at least once you have lost some altitude. My uncle, when he was a flying instructor, said he would take a VFR qualified pilot into cloud and they would inevitably exit the cloud in a spiral dive, but airline pilots should be able to fly on instruments, even with pitot tubes frozen up. Your ears will tell you airspeed, roughly anyway. Two or three minutes are a long enough time to get things under control.
200 km/h is terminal velocity, for a human anyway. I did some indoor skydiving and the airflow is between 190 and 200 km/h depending on how heavy you are. It puts those 300 km/h tornado winds into perspective. Thats more than one G, horizontally.
Yeah I had the same thought. The aircraft knows its position from GPS, so it knows its acceleration as soon as it starts to move. It knows the length of the runway so it should be able to warn the crew of the problem within the first few hundred metres of the takeoff run.
There was a video floating around at work which was taken by a tower controller in Canberra. The russian aircraft in question used all the runway and a bit more. I can't recall the type unfortunately. One russian co-worker told me about particular aircraft type which takes off "due to the curvature of the earth". Following the Emirates event I have stopped hanging around the ends of runway 34 at Tullamarine. It is more dangerous than I expected.
Apart from the difficulty of staying employed.
Yeah, that 5% unemployment rate is a killer!
I work for an exporter and believe me, it is hard to stay competitive at the moment.
Maybe because barcodes are difficult to read without human intervention?
All prices in AUD, just add 5% to get USD.
Man, ain't that satisfying to say these days.
Apart from the difficulty of staying employed.
I know a guy who worked for on 747s as a LAME. After the incident with the lost gas tank he drew a picture for me of that tank in relation to the center fuel tank on the aircraft. Qantas were extremely lucky that the fuel tank didn't get punctured by the gas tank or the valve. An explosion would have been almost certain.
I am in Melbourne and my wife refuses to fly Qantas. Last time going to Malaysia she flew Emirates. I really should point her to this page about this incident. The north south runway at Tullamarine is slightly higher than the terrain past both ends of the runway and I heard from a traffic controller that the tower controllers almost lost sight of the aircraft as it traded altitude for speed immediately after takeoff. They hit the crash button and expected to see a fireball.
If the electron has a radius it must have a surface, so what is that surface made of?
Because "Hello" is different from "hello".
It's bloody annoying when a developer on windows commits a file in the wrong case,.
Or with every line changed to windows line endings.
That's all ready there.
[citation needed]
I am specifically referring to names in the kernel source tree using conflicting cases such as:
include/linux/netfilter/xt_connmark.h
include/linux/netfilter/xt_CONNMARK.h
This requires that the kernel source be stored on a case insensitive file system
I think you mean case sensitive and for me, thats a feature.
Perhaps merging android back into the linux kernel would justify a 3.0 release.
Gaseous, at least on the surface. I expect a gas giant located away from any star to be similar to Jupiter. Most of the heat on Jupiter comes from contraction of the planet anyway. Its more likely though that a planet like that would have moons similar to Europa, Titan, etc. They would be kept relatively warm by tidal warming from their primary. Depending on the technology available it may be easier to mine the atmospheres and surfaces of the moons than the atmosphere of the planet.
You get a caesium source and measure the radiation level with a known good instrument, and the instrument you want to calibrate. The physics department of any good university should be able to do this. Its a standard prac exercise.
Yeah but I think the problem here is that if your linux box is a gateway to a large network the process of rereading a large block of rules will involve locking the network down entirely while the rules are parsed. This could take quite a while.
Typically in Linux you have a file under /etc with rules which get translated into iptables commands which you can run at any time. To many a change on line and permanent you need to change both but thats not really hard to do. Lots of people just change the file then reload but I suppose that could be a problem if you have 10000 rules.
Nice try Prince Charles.