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#81
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What would be considered dirty? |
#82
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Just released by ATSB:
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Philip |
#83
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http://www.smh.com.au/news/travel/qa...145508283.html
Paul Bibby October 9, 2008 - 4:34PM Quote:
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#84
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Excepting the fact that there is no first class cabin on the A330.
I guess there could always be first customers travelling in J on that sector. BTW, I flew up to Singapore the day after on QPF. Very smooth ride. Aircraft half empty it seemed, but there were many on board who were from the previous day's cancelled QF71. Everyone was kind of waiting for an upgraded version of the safety announcements about seatbelts, but it was operations as normal, which is IMHO a good thing.
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Next trip... 03JUL09 PER/MEL QF776 B763 VH-OGJ 10JUL09 MEL/LST QF2285 Q400 VH-QOR 17JUL09 HBA/MEL QF1012 B73H 17JUL09 MEL/PER QF481 332 |
#85
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#86
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Slightly OT, but did QF ever announce compensation for the 747 oxygen incident?
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#87
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Latest ATSB release is at http://www.atsb.gov.au/newsroom/2008.../2008_40b.aspx with an animation as well.
Certainly seems to be a big puzzle at this stage.
__________________
Philip |
#88
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Here's the key description of the a/c's movements from the ATSB Media Conference:
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Whilst the 8.4 degree pitch down and the 650 foot descent is very severe, we aren't told how quickly the a/c returned to FL370 and it seems to me that the second movement sequence would not have involved the tail of the a/c moving down then up in a way that would throw unrestrained people and objects into the ceiling for three to four seconds and then into the floor. Similarly the third movement sequence of a pitch down of 3.5 degrees followed by a pitch up seems to me unlikely to account for the physical reaction of people and objects that has been described. So, just based on logic and physics, the only one of the three movement sequences that has involved a sudden tail down followed by a tail up was the initial 200ft climb/descent sequence. It will be interesting to find out the pitch angles involved in this movement sequence but I would surmise they involved close to full amplitude elevator deflection and thefore extreme pitch and therefore extreme forces of the kind that would account for the movement of unrestrained people and objects. Do others agree with this analysis or is it too simplistic? Of course it doesn't explain what caused the sudden elevator movement in the first place but that is plainly a critical part of the investigation in case it reveals a latent defect in the avionics programming similar to that which was revealed with the MAS B777ER incident out of Perth a couple of years back.
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Philip |
#89
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I think your analysis of the G's experienced is back to front.
When the elevator is pitched up and the aircraft climbs, the G loading felt is positive i.e. you get forced into your seat. When the elevator is pitched down and the aircraft descends, the G loading is negative and items are more likely to be thrown about the cabin. There was an email doing the rounds a few years ago of a dog in the back of a light aircraft. Initially they put the aircraft into a climb and then put the aircraft into a negative G pushover...the dog 'floated' all the way to the ceiling of the aircraft during the pushover before landing on the floor when they started recovering from the dive. I'm sure it would be somewhere on YouTube if you went looking for it. The other one is the girl filling the chuck bag just before the pilot gets the negative G's going...I think you can guess what happens next. |
#90
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Agree with Nigel on the Physics and g forces being felt by the passengers. They would have hit the ceiling on the pitch down movement, whilst when the aircraft pitched up - depending on the g loading they may have been pushed back into their seats for a brief moment.
The fault is definately sounding like a 'glitch' in the autopilot/flight director system which may never be fully identified. I would imagine that Airbus would be involved in this investigation very closely. |
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