Classic British Flight Sim

DaveB wrote:Good grief He stayed with it longer than I'd have done!

ATB

DaveB

I suppose a few seconds must elapse while a sequence of thoughts goes through a pilots mind, in such a situation. The awful realization that its all gone pear-shaped, the wondering whether he can pull it back, concluding that no he can't and he's going to have to bang out, doing said banging-out, etc. Myself, I would probably be frozen into immobility.

Over at WiX, where we have a couple of pilots of modern "metal", it was brought up that part of their "instinct" is to try to fly out of a problem until no other option remains. It's all about the fact that pulling the handle means you've given up and you're putting your well being up to the seat.

That said, the pictures make it apparent that there was something wrong with the right (port) engine. Either it would not go into afterburner, or it shutdown. Either way, flying "High Alpha" (which is actually part of every F/A-18 demonstration regardless of who operates it and is part of most every other modern jet routine in some form or another to show off their high thrust to weight ratio) is pretty much dependent on the engines working properly as your flight controls have very limited authority since you're basically flying the airplane in a stalled condition.

Garry Russell wrote:Not sure what a high alpha pass is ...do you mean high angle of attack
Thanks for the links guys

One and the same, Garry. Sorry for any confusion.

Regards

Kevin

there was something wrong with the right (port) engine

Right is still stbd and left still port over here mate but I see what you mean. Given his proximity to the ground, he still seemed to 'hang on' before admitting defeat. The high alpha is as you say common place with just about every vaguely modern jet and as time rolls on, the fwd speed gets lower and the AoA higher.

ATB

DaveB

I always get those mixed up.

Anyway, there is now conflicting information coming out that it may actually have been the #1 (left/port) engine that had problems, but the type of stall and progression still seems to indicate the #1 was putting out thrust while the #2 wasn't. Even with a failure of an engine, as long as he identified it soon enough, he may have had a chance to "fly out" of that situation, but it appears he got too far behind the power curve and then once the aircraft began to depart (fully leave controlled flight), he pulled the handles (the only option at that point).

Hi Chris

Rgr that

Something which may help you remember Port and Stbd. Back in years gone by.. ships rudders (steer boards) were mainly fitted to the right hand side at the stern of the ship so.. to tie alongside when in port, they went left side to so as not to damage the steering gear.

ATB

DaveB

The way I learned it years ago now, was thinkng of it like this

Your facing forwards and you read from left to right

L comes before R in the alphabet and P comes before S

Always pass the Red Port Left, handily covers all the information you need and helps you out during those tricky formal dinners.

Not that I've ever been heard to mutter that before giving directions...

One thing I do always have trouble remembering is which side is red and green

Always pass the Red Port Left, handily covers all the information you need and helps you out during those tricky formal dinners.

As it happens, one of the pilots here (think it may have been Tonks.. could've been Peter) said that the aircraft industry did away with Port and Stbd years ago so everyone says left or right now. I guess the days when aircraft where considered the ships of the skies are also long gone. The Vanguard has Port and Stbd labels on the FD but the next one along.. the VC10 has things like aileron upset and the aileron gauge on the centre panel labelled as left and right so we're probably going that far back.

ATB

DaveB