Aa
The "Airbus" - known as "Satan's Kitten"
The blackbox data from flight 447 has been analyzed and the conclusions are not happy ones.
A question that is not publicly asked is:
"Should all Airbus aircraft be grounded?"
Flight 447 lost airspeed indications when the pitot tubes iced up. This was a well known problem. The Thales equipment was being replaced by American Goodrich equipment (which did not ice up), however the six units had never been installed. The failure of Europeen regulators to order this is unconscionable.
The auto-ilots and auto-controls for the engines disengaged upon sequential failure of three on-board computers over a fifteen minute period. A perfectly good airplane fluttered to the ground with the death of all on board because the plane apparantly did not respond to the inputs from the small control handle used by the co-pilot.
I am reminded of the computer "Hal".
The Airbus is a strange animal. The pilots, for example cannot fully control the engines, which are re-rated to fifty-percent potential thrust. This extends their overhaul life. The old Boeings could be "overthrusted" to what is called "war emergency power". This meant 200% of normal thrust for a little while, even though the engines may have to be replaced on landing.
The Airbus can only make gentle turns and climbs, contrary to the Boeing products, which can be flown like military fighters if necessary. Aviation Week and Space Technology compared the size of the structural members on the Boeing and the Airbus - notably the one whose tail came off when the co-pilot engaged full rudder defelction when leaving Kennedy. The Airbus people saved weight by makiing the members less strong. Then attempted to restrict pilot input to make sure the members were not overstressed.
A question that is not publicly asked is:
"Should all Airbus aircraft be grounded?"
Flight 447 lost airspeed indications when the pitot tubes iced up. This was a well known problem. The Thales equipment was being replaced by American Goodrich equipment (which did not ice up), however the six units had never been installed. The failure of Europeen regulators to order this is unconscionable.
The auto-ilots and auto-controls for the engines disengaged upon sequential failure of three on-board computers over a fifteen minute period. A perfectly good airplane fluttered to the ground with the death of all on board because the plane apparantly did not respond to the inputs from the small control handle used by the co-pilot.
I am reminded of the computer "Hal".
The Airbus is a strange animal. The pilots, for example cannot fully control the engines, which are re-rated to fifty-percent potential thrust. This extends their overhaul life. The old Boeings could be "overthrusted" to what is called "war emergency power". This meant 200% of normal thrust for a little while, even though the engines may have to be replaced on landing.
The Airbus can only make gentle turns and climbs, contrary to the Boeing products, which can be flown like military fighters if necessary. Aviation Week and Space Technology compared the size of the structural members on the Boeing and the Airbus - notably the one whose tail came off when the co-pilot engaged full rudder defelction when leaving Kennedy. The Airbus people saved weight by makiing the members less strong. Then attempted to restrict pilot input to make sure the members were not overstressed.
I put it in the search engine and it gave me lots of info... its very interesting thanks caregiver. you have a mind that inderstands the tech part of it I have to figure it out ...
There are several videos of Aibus crashes. Search "Google" for Airbus Crash Video and you will get one of them.
The problems with the Airbus have been discussed for years in Aviation Week and Space Technology.
Although Boeing has an "electronic cockpit" there is a fundamental difference in the software.
(1) With Boeing, and the 777, the pilot can at ANY time over-ride the computer in an instant, and can increase power to "War emergency power" and exercise full control msurface deflection.
(2) With the Airbus, the computer makes it impossible to over-ride the computer unless the computer is in "failure" mode, and so-called "alternate law" comes into effect. In addition in an Airbus, regardless of circumstances the pilot can never have full engine authority, nor full control surface authority.
The problems with the Airbus have been discussed for years in Aviation Week and Space Technology.
Although Boeing has an "electronic cockpit" there is a fundamental difference in the software.
(1) With Boeing, and the 777, the pilot can at ANY time over-ride the computer in an instant, and can increase power to "War emergency power" and exercise full control msurface deflection.
(2) With the Airbus, the computer makes it impossible to over-ride the computer unless the computer is in "failure" mode, and so-called "alternate law" comes into effect. In addition in an Airbus, regardless of circumstances the pilot can never have full engine authority, nor full control surface authority.
Do you have a link to the original story and/or the video you mentioned?
I haven't heard much on the wonderful media we are stuck with today , if they are not grounded yet presumably they are still flying .Perhaps the answer is the public do not fly in them .till there are more answers.and the problems fixed if they can be fixed .
The story is consistant with the problems that have developed since the Airbus was first introduced. It was a "jobs program" and not an "engineering program".
There is a video on the internet of an Airbus crash while the computer over-rode the pilot who was attempting to make a go-around. This was not terrorist. The problems developed over fifteen minutes. A long time. There were three pilots on board. The senior pilot was using the toilet.
Aircraft have been flying regularly at those flight levels using conventional instrumentation for fifty years without difficulty and with safety.
There is a long list of problems with the Airbus. To begin with, to save weight, the structural members are less strong that older aircraft. To avoid "overstressing" them the pilots have limited control input. The Airbus can only make shallow turns to the left or right.
If you see the video on the Internet the old Boeing 707 can be rolled like a fighter.
There is no "yoke". Only a tiny handle that does not directly input to the control surfaces.
Instead of a conventional artificial horizon there is one on a video display. If the video display goes down (which it did) the pilot loses his artificial horizon.
Arguably, the Airbus should never have been certified. Once that was done, the history is one of apologies and cover-ups.
There is a video on the internet of an Airbus crash while the computer over-rode the pilot who was attempting to make a go-around. This was not terrorist. The problems developed over fifteen minutes. A long time. There were three pilots on board. The senior pilot was using the toilet.
Aircraft have been flying regularly at those flight levels using conventional instrumentation for fifty years without difficulty and with safety.
There is a long list of problems with the Airbus. To begin with, to save weight, the structural members are less strong that older aircraft. To avoid "overstressing" them the pilots have limited control input. The Airbus can only make shallow turns to the left or right.
If you see the video on the Internet the old Boeing 707 can be rolled like a fighter.
There is no "yoke". Only a tiny handle that does not directly input to the control surfaces.
Instead of a conventional artificial horizon there is one on a video display. If the video display goes down (which it did) the pilot loses his artificial horizon.
Arguably, the Airbus should never have been certified. Once that was done, the history is one of apologies and cover-ups.
Interesting ,they say its unsafe to fly ,some say terrorism, the pilot wasnt in the cockpit when he got there there was 3 mins ..it was already in a dive ...its a weird story ..
I wondered what the results were, thanks for sharing. Terrible...
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