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VikingSkull posted:Reading the comments on some of the news sites is hilarious. People are still bitching that Houston didn't get one, and they are boggled that the Intrepid is getting one. One literally said "why would an aircraft carrier get NASA stuff". gently caress you dude. Houston is mission control. Big fail to not have a shuttle next to the Saturn V.
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Apr 23, 2012 17:20
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MrChips posted:The Boeing 777 (and, I imagine, all subsequent Boeing models) and the FBW Airbuses all have a sort of "dead-man switch" mode, where progressively more noticeable alarms will go off in the cockpit if no crew input is detected for a period of time. There's also that Cirrus device that James Fallows raves about (basically a giant parachute that brings your plane down slowly instead of at terminal velocity).
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Apr 23, 2012 17:38
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SweetJuicyTaco posted:gently caress you dude. Houston is mission control. Big fail to not have a shuttle next to the Saturn V. Maybe they should've tried.
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Apr 23, 2012 19:58
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Word is some guys working an oilfield found a P40 crashed in the desert in Egypt. Thread's here. There are some people talking about the pixels, and the original pics seem to be down for bandwidth limits, but there's video, as well: https://www.youtube.com/watch?v=M9LsK74J_W0
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Apr 23, 2012 20:30
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Phanatic posted:Word is some guys working an oilfield found a P40 crashed in the desert in Egypt. That is hilarious. Are they taking the ammunition to use? Will it even work after all this time? I know 50 cal's are still very much in use but it seems silly they would be so hard up they're willing to use 70 year old ammunition that's been baking in the desert.
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Apr 23, 2012 20:52
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dayman posted:That is hilarious. Are they taking the ammunition to use? Will it even work after all this time? I know 50 cal's are still very much in use but it seems silly they would be so hard up they're willing to use 70 year old ammunition that's been baking in the desert. According to description the army came to remove the ammo (probably best in some army lockup somewhere instead of random hands, regardless of condition). The rest, sadly, appears to be being stripped for parts. Between the first and second video it's obvious that bits have been removed / damaged. A real shame as a P40 like that in that condition would be worth a poo poo load, in both financial terms to the salvor and in historic terms to a museum. Dare say it could be restored to flying from that condition. But alas, it will now be in 10,000 individual bits in Cairo markets and on eBay.  Edit: 1st video here. blambert fucked around with this message at 22:28 on Apr 23, 2012 |
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Apr 23, 2012 22:25
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SweetJuicyTaco posted:gently caress you dude. Houston is mission control. Big fail to not have a shuttle next to the Saturn V. You mean the Saturn V that was left to rot in the the weather for 25 years? The one that was delivered in flyable condition but was nearly destroyed by neglect? That one, right?
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Apr 24, 2012 01:25
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The Twinkie Czar posted:You mean the Saturn V that was left to rot in the the weather for 25 years? The one that was delivered in flyable condition but was nearly destroyed by neglect? That one, right?
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Apr 24, 2012 01:31
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grover posted:Houston's shuttle was delivered in flyable condition, too.  Enough with the Columbia jokes already.
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Apr 24, 2012 03:35
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Yeah, give people a chance to digest the news, Jesus.
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Apr 24, 2012 06:18
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Godholio posted:Maybe they should've tried. Empty quotin' this. Texas has an entitlement complex almost as big as ... well Texas. Texas is terrible.
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Apr 24, 2012 13:59
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MrChips posted:The Boeing 777 (and, I imagine, all subsequent Boeing models) and the FBW Airbuses all have a sort of "dead-man switch" mode, where progressively more noticeable alarms will go off in the cockpit if no crew input is detected for a period of time. I can't think of any valid arguments as to why those sort of systems don't exist in modern commercial jets. Hell, even an oxygen sensor in a duct that causes the FWCs to start shouting "low oxygen, don masks" and a turn on a flashing light on the mask boxes would be a start. The autopilot can already descend on its own for regular flightpaths, why not let it descend in emergencies as well? That goes for TCAS too.
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Apr 24, 2012 15:42
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blambert posted:According to description the army came to remove the ammo (probably best in some army lockup somewhere instead of random hands, regardless of condition). There's been a couple more posts about it on that keypublishing forum. quote:Bit more by someone there How exciting, I wish I could see something like that in person.
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Apr 24, 2012 17:34
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Linedance posted:I can't think of any valid arguments as to why those sort of systems don't exist in modern commercial jets. Hell, even an oxygen sensor in a duct that causes the FWCs to start shouting "low oxygen, don masks" and a turn on a flashing light on the mask boxes would be a start. The autopilot can already descend on its own for regular flightpaths, why not let it descend in emergencies as well? That goes for TCAS too.
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Apr 24, 2012 17:49
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kmcormick9 posted:because you dont want planes autonomously descending thousands of feet in congested airspace? I know at least one bizjet's auto-descend feature (which only works with autopilot and autothrottle on) does a 90-degree turn then descends, the idea being that the biggest collision risk is something flying along the same path at a different flight level.
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Apr 24, 2012 19:33
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kmcormick9 posted:because you dont want planes autonomously descending thousands of feet in congested airspace? so you program it to pause the descent if it conflicts with another aircraft's TCAS envelope. The sort of incidents we're talking about don't happen when you're stacked in a hold over Heathrow, although they could. But then you're in controlled airspace and ATC can clear everyone out of the way.
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Apr 24, 2012 20:34
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No, you'd program it to squawk a different code which would light up all TCAS systems around while keeping the troubled airliner on a predictable, yet lifesaving descent. e: if you're in a tight spot around an airport, chances are your altitude is 12000 or lower.
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Apr 24, 2012 21:01
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Ola posted:No, you'd program it to squawk a different code which would light up all TCAS systems around while keeping the troubled airliner on a predictable, yet lifesaving descent. e: if you're in a tight spot around an airport, chances are your altitude is 12000 or lower. yeah, that's fine. You wouldn't need to communicate to other aircraft, just a transponder squawk or automated CPDLC message to ATC, and just start descending and anyone potentially in the way gets a RA they have to address, and/or ATC can send out a message to everyone to be aware of AC in emergency decent through such and such feet.
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Apr 24, 2012 21:33
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Linedance posted:yeah, that's fine. You wouldn't need to communicate to other aircraft, just a transponder squawk or automated CPDLC message to ATC, and just start descending and anyone potentially in the way gets a RA they have to address, and/or ATC can send out a message to everyone to be aware of AC in emergency decent through such and such feet. You set the right interrogator code on your TCAS and the next time your plane shows up on radar they would clear the airspace fast. If you were on a collision course, TCAS will ALWAYS interrogate the other aircraft, discover who can descend or climb fastest and prevent the collision.
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Apr 25, 2012 01:41
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Ola posted:No, you'd program it to squawk a different code which would light up all TCAS systems around while keeping the troubled airliner on a predictable, yet lifesaving descent. e: if you're in a tight spot around an airport, chances are your altitude is 12000 or lower. Right where all those airplanes don't have TCAS.
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Apr 25, 2012 05:48
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Linedance posted:so you program it to pause the descent if it conflicts with another aircraft's TCAS envelope. The sort of incidents we're talking about don't happen when you're stacked in a hold over Heathrow, although they could. But then you're in controlled airspace and ATC can clear everyone out of the way.
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Apr 25, 2012 11:20
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Godholio posted:Right where all those airplanes don't have TCAS. TCAS is mandatory for airplanes above 12000 lbs or licensed to carry more than 19 passengers (thanks wikipedia). If you're in a small Cessna in uncontrolled airspace but above 10000 feet, not equipped with TCAS or any of the cheaper systems popular in GA, not listening to control and in the path of the automated descent, you are in the same danger zone as if the emergency descent was carried out by conscious pilots.
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Apr 25, 2012 11:31
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Yeah but pilots are visually clearing. TCAS relies on TCAS. Most of the country doesn't have control in that airspace. I'm not saying it's a horrible idea, but it's something to look at.
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Apr 25, 2012 14:36
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Godholio posted:Yeah but pilots are visually clearing. Then that would be equally sufficient for a daytime VFR aircraft in avoiding an automated descent as it would avoiding a controlled emergency descent, although above and from behind is a bitch to spot in a high wing aircraft. While the risk of a midair collision is present in an automated descent, it's there in a controlled emergency descent as well, particularly against uncontrolled VFR aircraft. But these are separated by design. The level off altitude would be 10 - 12000 feet, most of general aviation (of the single radio, strictly day VFR kind) takes place below that. The point (of this utterly hypothetical internet invention) is to save lives that would otherwise expire helplessly in the lower stratosphere, and the risk of an automated descent is very similar to the risks of a controlled emergency descent with regards to other aircraft. As for what happens once it's established at 10000 but none of the occupants are recovering...well, that's enough morbid internet speculation for now!
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Apr 25, 2012 15:50
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I love the USCG racing stripe, but I haven't seen any posts of the beautiful Italian Guardia Costiera livery so far. Enjoy this Piaggio P.180. 
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Apr 25, 2012 19:32
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Ola posted:The point (of this utterly hypothetical internet invention) is to save lives that would otherwise expire helplessly in the lower stratosphere, and the risk of an automated descent is very similar to the risks of a controlled emergency descent with regards to other aircraft. As for what happens once it's established at 10000 but none of the occupants are recovering...well, that's enough morbid internet speculation for now! Besides, it's designed to replace an uncontrolled descent that will inevitably end in the death of everyone on board and anyone it hits.
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Apr 25, 2012 19:46
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Ola posted:The point (of this utterly hypothetical internet invention) is to save lives that would otherwise expire helplessly in the lower stratosphere, and the risk of an automated descent is very similar to the risks of a controlled emergency descent with regards to other aircraft. As for what happens once it's established at 10000 but none of the occupants are recovering...well, that's enough morbid internet speculation for now! For light aircraft: kill the engines & pop a chute. http://www.youtube.com/watch?v=JXQKaxp6Rlk and http://www.youtube.com/watch?v=4a8cntPdRtk PainterofCrap fucked around with this message at 20:02 on Apr 25, 2012 |
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Apr 25, 2012 19:53
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Ola posted:Then that would be equally sufficient for a daytime VFR aircraft in avoiding an automated descent as it would avoiding a controlled emergency descent, although above and from behind is a bitch to spot in a high wing aircraft. Fair enough, I'm not saying it's a bad idea at all, but everyone seemed to focused on how TCAS would prevent any bad things from happening, which is only the case in certain circumstances (ie, everything else has TCAS).
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Apr 25, 2012 20:19
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I tried to read the whole thread but skipped that last 2K posts or so... http://vimeo.com/40935850 Pretty good video for a bunch of C-driving assholes...(I would kill to get that job in Kadena)
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Apr 25, 2012 21:58
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Godholio posted:Yeah but pilots are visually clearing. TCAS relies on TCAS. Most of the country doesn't have control in that airspace. I'm not saying it's a horrible idea, but it's something to look at. Don't the majority of light aircraft now have mode-c or s transponders (definitely the case here in Canada)? The TCAS system in another aircraft would pick up those targets, and could avoid automatically.
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Apr 25, 2012 22:33
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TCAS I have no idea. Transponders, close to 50/50 maybe the edge goes to transponders. But there are a lot of VFR aircraft that aren't squawking.
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Apr 25, 2012 23:45
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For light aircraft, there's PCAS. http://en.wikipedia.org/wiki/Portable_Collision_Avoidance_System Less capable but much more affordable. But yeah, doesn't work very well at all if it doesn't have any transponders to interrogate!
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Apr 26, 2012 00:16
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I spy with my little eye, something that is stupid rare... 
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Apr 26, 2012 02:07
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D C posted:I spy with my little eye, something that is stupid rare... That design was always so awesome.
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Apr 26, 2012 04:08
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D C posted:I spy with my little eye, something that is stupid rare... I autocross on the same ramp with 6 of those.
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Apr 26, 2012 05:54
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P-51 at MIV:
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Apr 26, 2012 15:43
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Godholio posted:TCAS I have no idea. Transponders, close to 50/50 maybe the edge goes to transponders. But there are a lot of VFR aircraft that aren't squawking. VFR aircraft are supposed to squawk 1200, your only problem is aircraft with no transponders, but they're restricted from controlled airspace.
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Apr 26, 2012 19:10
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There's a lot of uncontrolled airspace and a lot of non-squawking aircraft in it. That's all I'm saying.
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Apr 26, 2012 19:51
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Non transponder aircraft are allowed in Class D and E airspace, which are controlled. Class E airspace makes up a good chunk of all airspace in the US.
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Apr 26, 2012 20:52
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Mr.Peabody posted:VFR aircraft are supposed to squawk 1200, your only problem is aircraft with no transponders, but they're restricted from controlled airspace. Yeah, not all of them are Mode C capable either, and I'm pretty sure TCAS needs altitude reporting.
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Apr 26, 2012 22:03
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