reply to post by ANOK
Oh, and to add.....NOW I see the source of your disinformation....you cited it........the "P4T"......oh, dear...... (*** see below) ---
.....it's the amateur pilot not having the skill and experience to handle a stall.
Sorry, but you seem to be over your head here, as regards flying.
I'm afraid you are attempting to "discuss" something that you lack proper knowledge and experience in. American 77 was never anywhere close to
At 500mph, at ground level, the amateur pilot would have no time to react to a problem. Hitting light poles would have caused a
Hitting the light poles happened in the realm of split seconds' time frames. The leading edges of the wings took the brunt, and with the airplane's
inertia and momentum, it just carried forward. It would not have immediately affected flight controls, the striking of the light poles. Any physical
damage to the wings at the leading edge contact points wouldn't have cause mush in way of altered control feel, due to airfow disruptions....not in
those very few seconds, and fractions of seconds.
Finally, the ONE case that could be argued is a loss of hydraulic fluid, IF
a leading edge slat actuator or hydraulic fluid line was
ruptured.....but there are a total of three independent hydraulic systems on the B-757. The leading edge SLATS, and the trailing edge FLAPS, are all
operated solely from the LEFT hydraulic system. A total fluid quantity loss in just the LEFT system still leaves the two others, CENTER and RIGHT to
provide full flight control authority to all the other flight controls.
In case you're interested, also hydraulic system reservoirs on large commercial jets are designed to retain a certain amount of quantity as "back-up",
in the event of a system breach and fluid loss overboard. major leak will only drain the reservoir tank down to a certain level......and, then in
that emergency, the small amount of remaining fluid is still there to go to alternate components, designed just for that purpose.
SO, on the B-757, even IF you lost the LEFT hydraulic system fluid quantity, the SLATS can still be extended because there's a dedicated little pump
that only operates is this situation.....it's called the "PTU" (Power Transfer Unit), and the PTU's power comes from the RIGHT hydraulic system
pressure. Also, in this scenario, the trailing edge FLAPS are now extended by using an electric motor back-up system. FLAPS usually only to about
2/3 of normal "full" position.... (well, 20° versus full @ 30°) .....this is procedure, because the electric motors are very slow, and extending
FLAPS fully means they take too long to retract, if you have to abort the emergency landing for any reason......
(***)....this right here, is the lie from Balsamo:
So lets take an avg speed throughout the dive of 430 knots (7 miles/min). We know a standard rate turn is 2 mins for 360 degrees. So lets say he
completed the turn in just under 2 minutes. Since we dont know bank angles or speed. That means he was descending at better than 2500 fpm dropping
almost 5000 feet only gaining 30 knots......
Flat out lie where he writes "Since we don't know bank angles or speed."
That IS a lie, since it's in the FDR. His speed was about 270 - 280 knots though out the descending turn. Bank angles varied, barely up to 35° a
few times, in that right-hand turn.
This was all perfectly controllable, even for the most basic of skills a new or inexperienced pilot will possess, with just a few hours' of time.
Again, IF you are using "P4T" as a "source"???
Oh, and this part from "Cap'n Bob" makes me
Since it looks like he may have found the flap handle.....
If you don 't realize how ludicrous that is, I can try to explain it to you.......
edit on Mon 9 January 2012 by ProudBird because: (no reason given)