No no, raise flaps in the flareI thought the guidance was to land on the backside of a wave?
Ours just sort of quit flying at impact when I did the two-out at low altitude exercise. There's probably nothing realistic or modeled whatsoever about the contact and deceleration.
In the docket there is a bunch of stuff from GE reading salt corrosion causing the vanes to stick.
I’ve no interest in finding out for myself, but I would speculate that I’ve got a lot better chances of survival in this thing than in the CRJ or EMB-120.
I have to say I have very little experience with Challengers and their GE engines, I will say that I hated working on those engines, the only engine I hated more was the the Garret ATF on the Falcon 200, never heard of the 200 or the ATF? It was a Falcon 20 with engines off a cruise missile (the french once put afterburners on one and it went pretty fast, not real fast but pretty fast). The cowls are poorly engineered and to get to anything important you have to open the outer cowl and then open the inner cowl and it's always a filthy mess once you get where you need to go. As far as the VGVs go the problem is they live in a fairly hostile environment inside and outside the core of the engine and despite what you might suspect regarding their actuation it's often a function of the fuel control and fuel pressure is used to actuate the vanes. There's a procedure for the BR710s on the GV and above where you access the core and basically hose down the linkages with lubricant and it sucks. Because I don't know that much about the Challenger engines I'm curious to hear about how it works.In the docket there is a bunch of stuff from GE reading salt corrosion causing the vanes to stick.
NTSB Docket - Docket Management System
data.ntsb.gov
Jeff Gordon had a Falcon 200 back in the day, I brought him and later his crew their rental car when they came to MKC for the Kansas Speedway NASCAR race. The redneck Air Force had all kinds of old junky or freaky airplanes back then. First time I saw a SAAB 2000 also.
My problem with the Falcon 200 was mostly because the owner of the company I worked for thought I was a fairly bright fellow and just sort of dropped it in my lap and expected me to figure it out. I'd worked on some fairly diverse airplanes over the years up to that point but I'd never been intimate with a Falcon. All of the required maintenance instructions were pretty cheap, surprisingly cheap actually. And then I found out why, the 200 AMM, WDM and any other books were just supplements to the Falcon 20 manuals that I didn't have, you have to remember this was back when microfiche was the standard alternative to an entire wall full of binders, those were dog eared as well but we didn't have a Falcon 20 so that shelf was empty. In any case the airplane was kind of a mess that showed up with no tail number from Australia, it looked nice but needed some work. We got it sorted and it was quickly sold, I suspect it headed south never to be seen again. I haven't thought about that whole situation in a long time, thanks for stirring up the brain soup.
Yup, cabinet attendant, not a flight attendant like at the airlines.
Yeh are you a certified flight attendant or just a cabin assistant.
simpleflying.com
Yeh are you a certified flight attendant or just a cabin assistant.
Explained: Why Private Jet Cabin Crew Might Be Completely Untrained
Not all business jet cabin crew are trained - here's why.
It was stated that before it gets to this level the engine should have “hung starts” before flaming out inflight. Both engines had hung starts 25 days prior to the accident but the maint flow chart didn’t have a “check for corrosion” step until step 42 of a 58 step flow. They performed the flow chart but got the engines up and running prior to that step and the aircraft wa returned to service and flew like 50 hours since the hung starts.
I suspect this is the reason why on the Gulfstream (Rolls-Royce) engines I've worked on it was a required time limited inspection/service to access, inspect and lubricate the IGV actuation mechanism. It's an enormous pain the ass that takes a lot of time, requires special tools and at least one person who's done it. Sometimes two, because as you're lubricating the mechanism you have to actuate it, that requires a big breaker bar and a special tool, but you're fighting the fuel control. The obvious solution is to open the fuel lines to the actuator to free up the fuel and make it easier but then you'd have to bleed the entire system and ain't no one got time for that and that's not what the EMM describes anyways. So when you need to move the entire contraption you have someone pressing real hard on one end of the tool to make sure it doesn't slip off and someone else on the other end of that 48" breaker bar trying to rotate it. I actually walked away from a good paying job once because I found out this exact operation had been pencil whipped on a G-V. "New Management" had come in and were making changes, I left at the end of one day thinking we had a plan to accomplish the MX due over the next day or two (this isn't a difficult job, it just takes a lot of time to do right). I walked in the next day and found a log entry on my desk from a vendor that was not on our FAA approved list that had apparently shown up just after everyone left, done the job, and signed it off. I looked out from my office and the airplane was still exactly where it had been, all of the lifts and stands were where they had been. Then I checked the schedule, that airplane was going on a long charter that was leaving that afternoon. So I just said I didn't feel well and needed to go home. My name was on the flowchart of responsible people in our FAA approved GMM and I just walked away. I went back once, to pick up my tools and that was it. I'm not going to name names, unless they name me, then I'll tell the whole story