Any "Latest & Greatest" about Delta?
05-05-2013, 07:31 PM
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
05-05-2013, 07:38 PM
veut gagner à la loterie
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Position: Light Chop
Posts: 23,286
When a 764 blows a tire on takeoff, it's loud.
05-05-2013, 07:47 PM
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Position: Light Chop
Posts: 23,286
In fact, there's less air brushing on those characters than on the girls gunship posted. [ran out of green smiles]
But, if you're really into the princess thing there's always...
P.S. I'd really love some Disney discounts too but I don't think they exist.
05-05-2013, 07:57 PM
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Position: Light Chop
Posts: 23,286
Or Buzz, Sweden's Princess Madeleine...
she's single I believe.
Just a thought. Have fun.
she's single I believe.
Just a thought. Have fun.
05-05-2013, 08:17 PM
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Position: Light Chop
Posts: 23,286
Right, and that's why the NTSB's executive summary of this accident say:
The pilot was to blame, the A300 and the maneuvering program were the two contributing factors they brought up.
The findings I think clearly blamed the FO for having a tendency to overreact but that the AAMP encouraged pilots to use rudder to assist with roll control during recovery from upsets like was turbulence. And the excessive bank angle simulator exercise could have cause the FO to have an unrealistic and exaggerated view of the effects of wake turbulence with the need for aggressive roll upset recovery techniques that would produce a much different and potentially surprising and confusing response if performed in a real airplane in flight.
Back to Carls original post, they AAMP was teaching something that did not take into account specifics about the aircraft because the NTSB went on to say in the findings that the pilots were not adequately trained on what effect rudder pedal inputs have on the A300.
Or put it another way, they were being encouraged to do something in flight that the A300 could not do.
The National Transportation Safety Board determines that the probable cause of this accident was the in-flight separation of the vertical stabilizer as a result of the loads beyond ultimate design that were created by the first officer’s unnecessary and excessive rudder pedal inputs. Contributing to these rudder pedal inputs were characteristics of the Airbus A300-600 rudder system design and elements of the American Airlines Advanced Aircraft Maneuvering Program.
The findings I think clearly blamed the FO for having a tendency to overreact but that the AAMP encouraged pilots to use rudder to assist with roll control during recovery from upsets like was turbulence. And the excessive bank angle simulator exercise could have cause the FO to have an unrealistic and exaggerated view of the effects of wake turbulence with the need for aggressive roll upset recovery techniques that would produce a much different and potentially surprising and confusing response if performed in a real airplane in flight.
Back to Carls original post, they AAMP was teaching something that did not take into account specifics about the aircraft because the NTSB went on to say in the findings that the pilots were not adequately trained on what effect rudder pedal inputs have on the A300.
Or put it another way, they were being encouraged to do something in flight that the A300 could not do.
05-05-2013, 08:22 PM
Gets Weekends Off
Joined APC: Dec 2005
Posts: 8,906
Right, and that's why the NTSB's executive summary of this accident say:
The pilot was to blame, the A300 and the maneuvering program were the two contributing factors they brought up.
The findings I think clearly blamed the FO for having a tendency to overreact but that the AAMP encouraged pilots to use rudder to assist with roll control during recovery from upsets like was turbulence. And the excessive bank angle simulator exercise could have cause the FO to have an unrealistic and exaggerated view of the effects of wake turbulence with the need for aggressive roll upset recovery techniques that would produce a much different and potentially surprising and confusing response if performed in a real airplane in flight.
Back to Carls original post, they AAMP was teaching something that did not take into account specifics about the aircraft because the NTSB went on to say in the findings that the pilots were not adequately trained on what effect rudder pedal inputs have on the A300.
Or put it another way, they were being encouraged to do something in flight that the A300 could not do.
The pilot was to blame, the A300 and the maneuvering program were the two contributing factors they brought up.
The findings I think clearly blamed the FO for having a tendency to overreact but that the AAMP encouraged pilots to use rudder to assist with roll control during recovery from upsets like was turbulence. And the excessive bank angle simulator exercise could have cause the FO to have an unrealistic and exaggerated view of the effects of wake turbulence with the need for aggressive roll upset recovery techniques that would produce a much different and potentially surprising and confusing response if performed in a real airplane in flight.
Back to Carls original post, they AAMP was teaching something that did not take into account specifics about the aircraft because the NTSB went on to say in the findings that the pilots were not adequately trained on what effect rudder pedal inputs have on the A300.
Or put it another way, they were being encouraged to do something in flight that the A300 could not do.
05-06-2013, 01:41 AM
Gets Weekends Off
Joined APC: Feb 2012
Position: A big one that looks like a little one
Posts: 633
05-06-2013, 04:17 AM
Gets Weekends Off
Joined APC: Aug 2010
Posts: 2,530
05-06-2013, 04:21 AM
Gets Weekends Off
Joined APC: Oct 2010
Posts: 1,749
I fly the line given to me, and I'll make a couple of trades to make it more commutable. But I don't 'help out' the company - we just don't have much opportunity for soft time.
We've all been there.
Wait, what?
05-06-2013, 04:59 AM
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Position: Light Chop
Posts: 23,286
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