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Everything posted by allardjd

  1. You have a better eye than I do if you can ID those items as coming from a Harrier. I can see them but sure wouldn't attempt to ID aircraft type. You could certainly be right, but couldn't prove it by me. Most US types go to Davis-Monthan for eventual scrapping but that doesn't preclude someone buying some military hulks for scrap and wrecking them themselves. I'm pretty sure that happens but don't have a clue where and by whom. John
  2. I heard once that a priest described listening to nun's confessions as much like being stoned with popcorn. John
  3. Brett, you appear to be wired just like me. Would love to do that. I wouldn't touch anything, honest. In that climate most of that stuff probably has copperheads living under it anyway. John
  4. I can't see any of this or what JG tables out at Yuma, either in your linked image above or in GE. Where are they? John
  5. This is not a valid entry since I posted the photo, but I have to make an observation here. See all the safety features? Little Johnny would have climbed up the outside of it. John
  6. I found this by accident while poking around on Google Earth. It's on the outskirts of Kansas City, Missouri at an airport 2M1, Truman Regional. The airport is in FSX and is pretty well represented, but there's no representation of the artifacts there, just the basic airport, taxiways, buildings, etc. If any of you guys are in the central US and are interested in cockpit-building, this looks like the place to get a cockpit... Not exactly Davis-Monthan but still a pretty formidable collection of aircraft hulks. John
  7. This one kind of tickled me. Lets see what you guys can do with it. John
  8. ...but... but... but the first entry and the longest captions never win. I was double-protected. Need to re-check the algorithm. OK , thanks - later tonight. John
  9. Try using "bmp to jpg bulk converter" as a search term. I got more hits than I could read. John
  10. Appears to be ugly WX and ugly terrain, and an airline not permitted to operate in the EU, running old equipment. What could possibly go wrong? Agree Alan - RIP to the victims and peace to the families. What a tragedy. John
  11. I can't say much for the guy's judgment and he proves it when he walks in, goes straight past the sweets and buys a sandwich. John
  12. If you assume that it's not just forgetfulness, inattention, etc, the next most plausible thing, given it's Russia is Vitamin V. John
  13. Maybe the CVR tapes will contain a clue why they were not turned on. It wouldn't be the first time someone acknowledged a checklist item without actually performing the action, or confirmed an item as being in accordance with the checklist when it wasn't. I think the Palm Air crash in the river at Washington DC many years ago was one example of exactly that - not pitots but cowl de-icing that affected engine EPR indications. John
  14. Bluegrass Airlines is about to kick off their Great Australian Air Rally 2018. Registration and test flights appear to already be open and the window for the first leg is 16-FEB to 19-FEB. Time is short. Don't delay getting in on this great event. http://bluegrassairlines.com/operations/gar_gp/2018/index.html A bundle of airport diagrams for the 12 GAAR 2018 airports has been created and is available in the Events section of the Airport Diagrams Download Center here at MH. John
  15. = = = = = = = = = = GAAR 2018 Airports.zip = = = = = = = = = = = Click to download GAAR 2108 Airports.zip - Link to OneDrive folder for Events Bluegrass Airlines Great Australian Air Rally 2018 - Airport Diagrams Created 2/14/18 This zip file will not be updated unless changes are made to the official route by the event staff. 13 Airports, 13 files NOTES: These diagrams are also contained in their respective country/state bundles, as appropriate. The list below is in ICAO code order, not the route sequence. This zip contains airport diagrams for... - YBHM Hamilton I. - Hamilton I, Queensland - Australia - YBNA Ballina - Ballina, New South Wales - Australia - YBPN Whitsunday Coast - Proserpine, Queensland - Australia - YDYS Dysart - Dysart, Queensland - Australia - YFLI Flinders I - Flinders I, Tasmania - Australia - YIFL Innisfail - Innisfail, Queensland - Australia - YKRY Kingaroy - Kingaroy, Queensland - Australia - YMDG Mudgee - Mudgee, New South Wales - Australia - YMGI Mungindi - Mungindi, New South Wales - Australia - YMHB Hobart - Hobart, Tasmania - Australia - YNAR Narrandera - Narrandera, New South Wales - Australia - YORB Orbost - Orbost, Victoria - Australia - YTNG Thangool - Thangool, Queensland - Australia
  16. Oh boy - the FDR contained data for the previous 16 flights, including the accident flight. On the previous 15 flights all 3 pitot heaters were recorded as ON. For this flight they were all OFF! Yikes!!! It doesn't take Sherlock Holmes to figure this one out. John
  17. It fits the scenario, including the WX and the fact that the AC was not de-iced before flight. Being in clouds with the airspeed indicator toes-up is not a good place to be - worse yet if you don't know it's giving you bad information. Pilots are trained and have hours and hours of responding to what's being displayed on the panel and ignoring an airspeed indicator that's giving bad information is a lot harder than it sounds. Many pilots carry rubber suction cups in their flight bags designed to cover inoperative panel gauges for just that reason. If it's one of the six-pack, seeing but not responding to one that you know is broken is half-past difficult even if you know it's bad. Eye-hand muscle memory has to be consciously overcome and it's not easy. It's a bit easer to manage flying the aircraft if the bum gauge is covered up, but first you have to figure out that it's bad. If the airspeed was indicating low it's not too hard to believe that they did the instinctive thing, pushed up the power and pushed the nose over. You would too, right up to the moment you figured out that the airspeed indicator was bum-doping you, and even then it would be hard to ignore an AIS that says you're five knots from the stall and decreasing. I'm inclined to take this one at face value. John
  18. Well, that was quick! https://www.rt.com/news/418664-russia-plane-crash-cause/ "The crash of An-148 passenger plane in the Moscow Region may have been caused by incorrect flight speed data due to icing, the Interstate Aviation Committee (IAC) said after deciphering the flight data recorder. On Tuesday, the IAC announced it had completed the deciphering of information contained in the one of the black boxes – the on-board data flight recorder – of the crashed plane. It is still working on the other black box, the voice recorder. The preliminary analysis suggests that the “incorrect data about flight speed on the pilots' indicators, which in turn was linked to the icing of the pitot-static [sensor] system” led to a “special situation” with the plane, according to the IAC statement." I'd missed a couple of pages of new comments when I said above that they'd gone quiet at PPRUNE. John
  19. They've gone pretty quiet at PPRUNE on this one, but one guy has published an analysis of ADS-B data from what FR24 (Flight Radar 24?) published. It's pretty unremarkable except it shows a fair amount of blundering around trying to level at 6,000'. He's used lat-long data points to extrapolate ground speed, which is kind of imprecise, and tells little about airspeed, particularly if altitude changes are also going on. He notes there are a lot of missed data points and bad data included, which he's either filtered out or interpolated around. There's an image of the flight track over the ground, apparently based on the above or something like it. The path is smooth right up to the point of impact; a slight right dogleg right after takeoff, possibly indicating a cross-wind from the left, but still essentially flying the runway heading, a straight leg, a smooth turn to the left and straight on to the point of impact. The last straight leg to impact is pretty long compared to the rest - it's the bulk of the flight path. So, some altitude excursions of several hundred feet around 6,000' but ground track doesn't show any unusual anomalies. Haven't seen it compared to the flight plan/ATC instructions but there's nothing obvious that indicates any kind of heading excursions. Heading doesn't depend on pitots - airspeed does. Altitude is generally affected because pilots would probably use pitch changes as well as power to chase erroneous airspeed and/or altitude instrument readings until they figure out which widgets are lying to them. If the static port(s) is affected, your best chance at maintaining level flight if you don't have a horizon is pitch and power, ignoring airspeed and altitude indications. John
  20. President Trump is walking out of the White House and heading toward his limo, when a possible assassin steps forward and aims a gun. A secret service agent, new on the job, shouts “Mickey Mouse!” This startles the would be assassin and he is captured. Later, the secret service agent’s supervisor takes him aside and asks, “What in the hell made you shout Mickey Mouse?” Blushing, the agent replies, “I got nervous. I meant to shout, “Donald, duck!” John
  21. I generally give these things a week or so to see what develops and to let the mad rush on their servers diminish a little. A wise old pilot once said, "Never fly the A model of anything." I think that might apply here too - let others beat the brush for a while and see what comes out. Windows 8/8.1 serves as a great example. John
  22. I doubt it was airframe ice, at least any ground accumulation. He made it to 6,000' and was in level flight there. I'm leaning toward the idea of pitot ice, which may have begun on the ground, but once he was in IMC its effect on his flight instruments became critical. John
  23. There's video of the impact fireball from quite a long distance but no indication of any smoke or flame prior to the initial fireball on that. Can't rule it out definitively but no mention of it on PPRUNE. They are indicating also that there is no evidence of any kind of in-flight break-up, reinforced by the shape of the debris field and given the flight path, they don't consider it likely any tail-feathers came off before impact. Occam says loss of control in clouds, consistent with bad airspeed and V-V data, but still speculative, of course. John
  24. Why Aren't Helicopters Faster? https://www.popularmechanics.com/science/math/a16842869/fastest-car-fastest-helicopter/ Interesting but incomplete article. It's worth reading and is mercifully short. I don't think it tells the whole story, though the kernel of the issue is there. The article fails to mention a couple of cutting edge prototypes that incorporate a pusher propeller to impart additional forward thrust. Those show promise for future production machines that will be able to break the rotary wing speed barrier. John
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