RyanB

Wasn't expecting to end up on avsim this morning, expected this thread even less. Glad to see you stretch your wings Rob.

Sounds like another Mickey Mouse Protection Act, but this one to the extreme. Hopefully it gets shot out of the sky.

Apparently Racism is tolerable. Американец? просто интересно

I would guess they were aiming their pitch for a glide, not having recognized they were in a stall, and the airplane performing not outside what expected given the storm they were in. The stall warnings can be thought to be unreliable due to bad Air Data, and I wouldn't be surprised if the airplane felt as if it were flying okay to pilot input. IMC and heavy turbulence will throw your body senses entirely off course. the Air Data failures+intermittent stall warnings is going to throw off the Instrument pilot senses (You have to digest the information presented, IMO they digested pretty well by the book).Ryan

Zach,That's sad to hear. Unfortunately I've (As I expect many others have as well) viewed many of those instructors who just don't seem to get it. Never flown with one, and the phrase "Avoid at all cost" comes to mind. Best of luck on your new rating! :)

It's a great program, but you have to have self discipline. ATP will require you to do it exactly the way they teach you to do it, and it's fast paced. This means if you don't pay attention when told, or you don't do a lot of studying - You'll washout.ATP isn't for everyone, but for those who can put forth their best foot it's not a bad place to get the licensure/ratings quickly and proficiently.

Close, but no cigar. :(

Those damn Englishmen and Americans are hacking up the Latin language. Ain't they funny?"O quam cito transit gloria mundi" :(

Having experienced worse, the situation is certainly exceptional. In fact I refuse to fly in conditions where I figure I'm going to get less than 300FPM on departure, and such an accident (caused by your described flight) would easily and rightfully be put on pilot error:High density altitude.low compression on a cylinderHigh weight.It's not a recipe that fills the warm and fuzzy, and that recipe has in the past, and will in the future - kill pilots. The correct way to avoid the situation is to understand what the environmental and mechanical needs of the airplane are when it operated normally, and then buff it clean to allow yourself a safety cushion which would leave plenty of room for something like a magneto failure. You shouldn't even have to think about one of the magnetos failing if you thought of more important things before it.I'd say the teaching method should be don't take off in such a circumstance. (This moots the point of the magneto becoming non-redundant). While what you say is true, and I agree that in such a situation the ignition system will "Lose" its redundancy..... in practice you shouldn't ever find yourself in such a situation that the loss of a magneto puts you on final for a field. In that same situation you'd probably want to worry less about the magneto, and more about the weather. While an instructor could teach it, It wouldn't be high on my personal list.

For its primary purpose: Continuing to operate in the face of a magneto failure. The system is redundant. It's not designed to undergo normal operation with one magneto, but it can and will when need be (Abnormal operations, for which many situations there's not a procedure for, but sizeable chunk of the POH goes out the window and you have to use common sense).The idea of redundancy can also be witnessed in the positioning of spark plugs and how they fit with the harness and magneto:Each magneto has a lead for each cylinder, on one side two leads go to the top spark plugs, on the opposing side, on the bottom. It's the same for the second magneto, and in the event of Magneto Failure. You'll always have two cylinders igniting at the upper side vs the lower.I don't see your "Kicks" in explaining how a system that is redundant, moves to being essential after a failure. The point of redundancy is not to maintain redundancy post failure. (Otherwise we could have ten magnetos, and an elaborate ignition scheme, and even then by your logic it fails to be redundant) You have to decide what is and is not in context.Context:There are two Magnetos on this airplane. The reason for two, is that if one fails - the second can continue to ignite and operate the engine. The system is redundant.To say the system is not redundant, because other things will change in a small way is to take the word redundant and move it out of context.

Funny thing, I tore one off and witnessed a shaft that sheered about 4 months ago :(. The first thought is "UH OH" (Followed by an urge to flail ones arms and run in circles) Thankfully the airplane had two seperate magnetos, and redundancy was assured. The better 99% of airplanes use seperate magnetos (Vs. the two in ones).

Airbus,You need to register at the following page. http://www.airsimmer.com/support/index.php?app=regproductRegards,Ryan BriggsAS Customer support

It served as any other airliner. To carry passengers who paid their fare. The difference is that it came about as a donation, and throughout its career had a set of special "Spirit of Delta" liveries.Best,Ryan

It's a great show,It's a little weird to see Eric post mortem, he was a good instructor and friend to a lot of people down here in San Diego.

Mike, Absolutely False,You'll find my posts at avsim are far and few between with regards to AirSimmer. If that's not the case, can you show otherwise? I'm curious if you know all that it is I do at AirSimmer? I'd venture to guess, and suspects it's highly probable that you don't. If you do you're more than welcome to break down my pay for what I've done and what I do for AirSimmer, if you can get it with any sort of accuracy you'll have surprised me. With that said, the actions of Rob are commendable. Good deeds never go un-noticed. You seem to have this idea that I, or other people at AirSimmer are in some way extraordinarily naive, or that we do not listen to what is written here or at other boards (including our own). Infact its been said that the product has not been satisfactorily finished to the level AirSimmer wants, and until that day - work will continue. If you haven't heard, now you know. If you chose not to acknowledge after hearing (as this statement has been said previously). I acknowledge that I can not help you, and will cease to make any effort to that end, but the show must go on amidst those who say "nay".Regards,Ryan BriggsAS Customer support

Balus, I could go on about how the AirSimmer forum is privately owned and operated, and reserves the right to maintain itself as it pleases - It's been well discussed though. I do however find your racial slurs regarding Russians offensive (to say the least), and feel under the circumstance there is nothing to justify to you. You've previously shown that anything which is said will not please you. Your petty and often child like remarks on the AirSimmer forum are 90% of the time rude and uncalled for. You may not run your own show at AirSimmer. No matter what you like to believe, or how many poor tactics you will employ (Such as your beloved: Let me post whatever I wish here at AirSimmer or I will post somewhere else threats). I'm here to let you know It will simply never happen.Best Regards,Ryan BriggsAS Customer [email protected]

You do recognize what happens when Small storm A sits directly in front of major storm B correct?Pilot flies into small storm A, knowing it's within the capability of his airplane, only to find out about storm B when he reaches it. Radar is just Radar, it's not the tell all weather miracle machine.Lets pretend the airplane was hijacked though, then what?

Weather has the ability to change unforecast and very quickly, and it's due to these traits that many pilots have lost their lives - Even after proper precautions are taken."This is aerospace. Not a yacht with a single person and a 'satphone' among other comms devices."You'd probably be surprised how similar they can be to one another.

I've never been much of one for the "Grizzly" details. :(

Doubtful, venturing into a major convective storm could probably be likened to hand feeding a Kodiak bear. You're liable to to die.

on the A320 anyway, ISIS is not a replacement for the Pitot Static system. It uses the Pitot static system, as well as ADIRU 1 and 3, the ILS, and can be powered by the DC ESS Bus, or Hot Bus 1.It's really designed to keep going for an electrical failure more than anything else. If you lose both engines and the generators go out, everything of utter importance (Including the ISIS) has to be powered via Hot Bus 1, or Hot Bus 2 (Batteries). The RAT doesn't just fly out and start spinning instantly, you can count the seconds between Everything going black and the "Power" coming back on :).ISIS is still very Dependant on Pitot/static, like everything else in aviation.

I can remember Rod Machado and Montgomery field. Here's some San Diego/Montgomery pics.Taxi to 10LDepartureLa JollaHotel Del CoronadoCoronado BridgeShort Final.Regards,Ryan

I can still remember my first Takeoff in the left seat from 25L at Delta 8 years ago. I make it a point to stop by AirFlite anytime I go through the LA area, good service and good people. Congratulations on taking the first step :).

Hello Mike,You just looked like you needed a hug, that's all.

:Nerd:http://www.airsimmer.com/support/index.php?showtopic=7723