ehnus posted:

SybilVimes posted:

The DC-10 can fly inverted, as it did so during the fight aboard fedex 705. I

quote:

An Emirates Boeing 777-300, registration A6-EBD performing flight EK-123 from Dubai (United Arab Emirates) to Istanbul (Turkey) with 414 passengers and 17 crew, was in the initial climb through 500 feet out of Dubai's runway 12R in clear skies and daylight, when a United Arab Emirates Hawk fighter jet, not in contact with Dubai however transponding Mode-C, was about to cross the extended runway center line of runway 12R at 600 feet AGL and 353 knots over ground. The Boeing crew, who received a TCAS Traffic Advisory but were unable to visually locate the other aircraft, as well as ATC had no time to react, the fighter pilot however flew a hard left turn avoiding a collision but not without the separation reducing to 100 feet vertical and 0.3nm horizontal. The United Arab Emirates Civil Aviation Authority reported only 3.5 seconds separated the aircraft from collision.

United Arab Emirates' Civil Aviation Authority (GCAA) released their preliminary report stating, that the fighter pilot departing Dubai's Minhad Airbase flying north had already busted the airspaces of Dubai Al Maktoum Airport and Dubai International Airport without making contact with either airport control frequencies. The aircraft however was in contact with Dubai Approach Control Unit Al Minhad sector, operating from Dubai's Al Maktoum Airport. Sporadic radar contacts suggested that the Hawk was transponding Mode-C.

77 seconds prior to the near collision the Hawk crew requested clearance to climb to 2000 feet to cross Dubai International Airport from Al Minhad sector, the controller declined and advised the crew needed to contact Dubai International Airport tower at the tower frequency providing the frequency for the tower controlling runway 12L, not 12R. 11 seconds prior to near collision the Hawk crew attempted to contact that frequency.

The tower controller working 12R and the Boeing 777 noticed the fast moving target at 500 feet moving north just after the rotation of the Boeing 777 and issued a traffic alert to the Boeing, however, no avoidance action was possible due to phase of flight and the closure speed in excess of 350 knots.

Following the avoidance maneouver the Hawk crew established contact with Dubai International Airport's tower and advised they were now returning to Al Minhad Airbase, the aircraft was seen moving in a southerly direction afterwards.

The GCAA reported that the Boeing 777-300 was fitted with a TCAS 7.1, retrieval of data stored in the TCAS memory confirmed the crew's report of a TCAS traffic advisory, a resolution advisory was still inhibited as the aircraft had not yet reached TCAS operating height.

The GCAA rated the occurrence a serious incident involving a serious risk of a collision.

Axeman Jim posted:

He's got a load more, may much earlier from the 60's and 70's, so when I get hold of some of those I'll post them here - Comets and Britannias and Handley-Page Heralds, oh my.

Axeman Jim posted:

Correct on all counts sir, and yes, that Ambassador was at Duxford undergoing restoration last I heard.

OK, airliner time as promised. All these taken at LGW between 1972 and 1976, except one at an airshow, details unknown.

Axeman Jim posted:

Latest uploads from my dad's vintage airliner collection. These are taken at LGW (with a few from LHR) from 1979-1981. There's some really obscure types in there:


Note the Braniff 747SP behind the Northwest 747-200


Convair 990


BAe Trident II








Boeing 720






Fokker F-27. Also note the KLM DC-8 and the Dan-Air HS748 in the background


Dassault Mercure

StandardVC10 posted:

The -8F is a bit more widespread, although since the air cargo market is still just okay at this point, there are a couple that have been flown straight to storage in the desert.

Cocoa Crispies posted:

As far as I know, ATL is the only big airport that nails this: you can get between any two domestic flights with at most a train ride and a long walk, no matter if you're changing airlines or not.

Linedance posted:

You're the first and only person to ever describe a Constellation as beautiful.

ctishman posted:

The 777 isn't one of those planes I look at and go "drat that's so sexy/majestic/awe-inspiring", but there's definitely something beautiful about just how well it does what it's designed to do. Aesthetically 'meh', practically 'wow.

Tide posted:

Wait. What?

Q_res posted:

Next tape is up. F-104 Starfighter.

https://www.youtube.com/watch?v=gZu4u9N-EEw

I have to admit, I hesitated a bit before doing this one. The tape was still shrinkwrapped.

Ola posted:

Badass approach to Honningsvåg HVG / ENHV

https://vimeo.com/82376904

Slightly disputed, but often described as the northernmost town in the world, 71 degrees north.

SeaborneClink posted:

Does anyone know what the brown enclosures are for? They're on some of the cars but not others.

ctishman posted:

So Asiana blamed Boeing in its NTSB report because the jet 'failed to maintain a safe speed'. I don't even… what is… who did they think they were going to fool?

Linedance posted:

also this conversation about fit young flight attendants sounds like creepy middle aged men rating the local Hooters or something. I honestly don't give a poo poo what the FA looks like, as long as they aren't miserable assholes.

Bacarruda posted:

Crossposting from Aeronautical Insanity

Got to fly a C-17 simulator today. Couldn't take pictures, unfortunately. Blame the OpSec Wizard.

Overall, a really cool experience. My entire prior piloting experience consisted of dicking around in Microsoft Flight Simulator and a flight in a Navy T-34 when I was ten.

Warmed up with a couple of takeoffs and landings to get the hang of things. Didn't crash the jet. Even with 50,000 pounds of "cargo" in the back, the C-17 struck me as a surprisingly hot ship. Rotated quickly at takeoff, climbed rapidly, and handled sharp banks easily. I could get the aircraft to do what I wanted. And I'm a very rusty stick-and-rudder pilot.

Cockpit layout was very logical and easy to follow. The HUD was enormously helpful. V1, artificial horizon, airspeed indicator, altitude, and navigational indicators were all right there.

Tried aerial refueling with a KC-135. poo poo is way harder than it looks. Even with the tanker flying straight and level, simply approaching the tanker was loving hard. You really become aware of the C-17s bulk. There was major lag between control inputs and aircraft response. Not to mention the wake turbulence from the tanker. The simulator was actually shaking at some points. It was like trying to pick up a grain of rice in a windstorm while using telephone poles for chopsticks.

Wrapped the day up with a simulated assault landing. Started at about 5000 feet or so. The pilot I was with hit all four thrust reversers, set flaps, and pointed the nose down. Simulator started rattling like a monkey cage and the plane dropped like an elevator. Meanwhile, the guy running the simulator starts chucking MANPADs at us. Leveled off for a short final approach and touched down. No sooner had our wheels landed, than he had the reversers and brakes back on. Jet stopped in about 2000 feet.

Got to walk around the actual jet too. For some reason the Opsec Wizard didn't object to this.




The loadmaster's seat. Got to see the loadmaster sim, too.

YF19pilot posted:

Now, let's get back to spergin' about planes.

VikingSkull posted:

How true is the thought poo poo "experts" on CNN etc. have that modern pilots aren't trained well enough to physically fly modern planes that are largely automated? It's something that keeps getting floated, and in AF447 it sounds plausible, but I refuse to believe that pilots are that badly trained that they could just hold the stick back with nothing happening and not understand that's a huge problem.

Bob A Feet posted:

Its a pretty big CRM case study as well. You can take two experienced pilots and watch them nose plant a plane in the sim with a simple emergency because they don't utilize good CRM. I don't think its far out to say that almost all aviation incidents stem from poor CRM

bobfather posted:

I dunno. Regarding AF447, the stick shakers were giving plenty of warning they were in a stall. As a pilot, isn't one of the first things you learn that in a stall situation, assuming you have enough altitude, you should nose down to gain airspeed and come out of the stall? I know one of the pilots was doing just that, but the other pilot critically forgot that basic fact (and kept pulling back on the stick), and the tech in the plane caused his mistake to make the whole thing go wrong.

MrChips posted:

Stellar navigation really isn't all that hard either, actually. If anyone's interested, I happen to own a (mostly complete but functional) Mark IXA bubble sextant, and I know how to use it; next time I'm home on a clear evening, I will take some measurements and write up an effortpost on how the sextant works and how to determine your position with it.

Inacio posted:

Honestly better than killing a whole apartment building (or more)

Barnsy posted:

What is even the point of lasers like this? Aside from physics experiments and blinding people, obviously.

EightBit posted:

It's not the budgetary concerns, it's the political bullshit that we're upset about. It's dumb to gently caress your country's future defenses up by spreading manufacture of poo poo all across the country to pat the backs of constituents; pat their backs by making an effective military

Eej posted:

Axeman Jim posted:

Axeman Jim posted:

SyHopeful posted:

Nope, Lockheed Constellation.