As far as the bodies at the crash site, the bodies are usually still belted to the seats unless there was a very large explosion. The seats are usually found in sections but some get torn out individually. I have seen diver video from TWA 800, it was heart wrenching.
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Air France Airbus missing.
- Thread starter trailboss99
- Start date
- 30/9/06
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Dreadnought said:
In the mid 80th a A320 was flying from Toronto to Vancover and run out of fuel in 36.ooo feet.
The Pilot was an old Navi Pilot and he landed the plane on an old military airport. He was gliding for 18 min and at that
day was a car race on that old airport. I remember the picture of the plane when it was at the end of the runway
and in front of some race cars.
The plane had a problem with the fuel gauge and when the plane was filled up with fuel that day they filled
it up with liters and not with gallons. The captain ordered an amount of gallons but he got liters.
One day before that happend the Canadians changed from gallons to liters.
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I remember that one Guru. All av fuel should be ordered in pounds which is what realy counts in the air. Why they persist with ground service using a mesure of volume is beond me. We got caught short once when we were fueled in US gal when our flight crew (rightfully) expected imp gal in that particular country. None of this would occur if pounds were used. You calculate fuel burn in pounds per hour after all.
Col.
Col.
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Every one of our aircraft were in pounds the same way as navigation is in miles (nautical). Not shure about moden heavys. HK, TicTac?
Col.
Col.
- 17/3/06
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as far as i know it is measured in pounds in the us. all aircraft have a total take off weight so to my knowledge it is measured like that.
on a i.s.a. day (international standard atmosphere) which is 70 degrees f,@ sea level, jet fuel ( jet a) weighs 6.75 lb. per us gallon. this weight varies as temperature changes. the only way to know the exact weight is to measure with a hydrometer, but 6.75 is a universally accepted number.
on a i.s.a. day (international standard atmosphere) which is 70 degrees f,@ sea level, jet fuel ( jet a) weighs 6.75 lb. per us gallon. this weight varies as temperature changes. the only way to know the exact weight is to measure with a hydrometer, but 6.75 is a universally accepted number.
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Thought so. Marine and aviation still prefer imperial mesurements.
Yep, the conversion is engraved on the back of a navitimer (some) if you flip her over. Mine was calibrated for avgas instead of jetA tho. Daks and Connies don't like jetA
Col.
Yep, the conversion is engraved on the back of a navitimer (some) if you flip her over. Mine was calibrated for avgas instead of jetA tho. Daks and Connies don't like jetA
Col.
Pounds is the unit of measure, unless you are flying an Agusta Westland product.
The the guage reads in kilos.
Convert to kilos to gallons and then gallons to pounds. Confused yet?
The do the weight and balance and the datum is given in Millimeters, convert that to inches.
The the guage reads in kilos.
Convert to kilos to gallons and then gallons to pounds. Confused yet?
The do the weight and balance and the datum is given in Millimeters, convert that to inches.
watchbuff said:
OMG its psychics class all over again !
,.. after reading that over a few times I'm starting to think I should have paid more attention in class.
trailboss99 said:Thought so. Marine and aviation still prefer imperial mesurements.
Yep, the conversion is engraved on the back of a navitimer (some) if you flip her over. Mine was calibrated for avgas instead of jetA tho. Daks and Connies don't like jetA
Col.
You guys using old connies?
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We were. That was a while ago in my somewhat misspent youth. I'm too old and too smart to get shot at these days. Connies were about the most modern piece of gear you could reasonably expect maintance personell in the more backwards bits of Africa to keep in good order. Even so we often operated a few cylinders down. Apart from that they have an ability to get you out and back under less than ideal circumstances that is somewhat lacking in anything more moden. We did have an ex Isrealie Air Force Herc near the end of my involvment but it was a crap heap and not well liked by the aircrews. We also ran a pair of DC4s and a DC3-1/2 which is a DC3 converted to turbo props with an extra in the nose. This had the same problem as the Herc in that turbines are just not anywhere near as forgiving of ify maintance as piston jobs.
The Connies were by far the best we had. You can land one anywhere once the rough field conversion is done. You havent lived untill you'v had one sideways at 80 odd knots upon landing on a dirt strip
A short rough field landing is not the time to discover the damned mechanics (and I use the term lightly) could only find shoes to get the brakes working on one set of maingear!
Col.
The Connies were by far the best we had. You can land one anywhere once the rough field conversion is done. You havent lived untill you'v had one sideways at 80 odd knots upon landing on a dirt strip
A short rough field landing is not the time to discover the damned mechanics (and I use the term lightly) could only find shoes to get the brakes working on one set of maingear!
Col.
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Still my favorite heavy. I feel a lot safer crossing oceans in a Connie than an Airbus to be honest.
Col.
Col.
He was flying the old RC versions with the big Raydomes on them. Flying the arctic and east coast of the US looking for "Rooskies"
trailboss99 said:
I was out of internet connection during 3 days...
the weight parameters of liners like empty, max take off, fuel weight etc. are as you want, in France we speak in tons, lot of anglo-saxon countries speak in lb (pounds) and in US gal. for the fuel
otherwise for all aircrafts :
altitude= feets, speed= kt (knots), distance= Nm (nautical miles)