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Actually I was concerned about the claim about it punching though the side, but when I looked it up, I found a diagram of it punching though the top, not the side. Punching though the top seems a lot safer, plus it apparently has some kind of flange on it to prevent it from intruding too far into the cabin, so I felt a lot better about the safety of it after looking up the details.
Originally posted by SheopleNation
Originally posted by Zaphod58
reply to post by SheopleNation
Because the new fire trucks have a metal hose that can punch through the side of the plane and spray water directly into the cabin to fight an onboard fire.
Oh wow, sounds real brilliant, a hose that can punch through an aircrafts shell? I imagine that it would fracture someone's skull or at the very least blind them. Nice try, but = Epic fail bro.
Yuh know, it's nice to believe that one has all the answers to everything, but you just proved that is not always the case. LMAO! ~$heopleNation
Maybe they should get some kind of warning if they descend through a certain altitude in FLCH mode, as a reminder to switch to another mode if that's what's needed? I thought about the low altitude exception also, maybe they didn't foresee a need for it or thought it would create a problem with engines suddenly going full throttle right at landing, when you not only want no thrust, but you're about to engage thrust reversers?
Originally posted by _Del_
It doesn't seem like it'd be too difficult to program an exception at low altitudes, although generally FLCH wouldn't be used at low altitude because you'd switch modes (G/S, V/S, HOLD, SPD, whatever modes the 777 has available) at that point.
If fire erupts inside the hull and responders can’t enter on foot, the Striker’s operator can use the “Snozzle” to puncture the aircraft’s skin, and then spray foam or dry chemical agents into the cabin. The 56-inch piercing nozzle is mounted at the end of a retractable 65-foot roof-mounted boom. The Snozzle can also provide cover to escaping passengers by raining a protective “water umbrella” over the plane’s emergency slides at 250 gallons per minute.
The lead flight attendant entered the cockpit after it came to a stop off Runway 28 Left at San Francisco International airport and asked the flight crew what she should do.
"The flight crew told the flight attendant not to initiate an evacuation," Hersman says.
Instead, the lead flight attendant announced to the passengers to remain seated. In the economy class cabin, however, another flight attendant could see a fire on the No. 2 engine, tucked next to the fuselage around Row 10 of the passenger cabin. He sent another flight attendant to the front to explain to the flight crew that the passengers needed to evacuate, Hersman says.
Videos reviewed by the NTSB show that the passenger doors were not opened and the slides deployed until 90sec after the Boeing 777-200ER with 307 passengers and crew came to a stop
Federal crash investigators revealed Wednesday that the pilot flying Asiana Airlines flight 214 told them that he was temporarily blinded by a bright light when 500 feet above the ground.
Deborah Hersman, chairwoman of the National Transportation Safety Board, said it wasn't clear what could have caused the problem. Asked specifically whether it could have been a laser pointed from the ground, Hersman said she couldn't say what caused it.
"We need to understand exactly what that is," Hersman said. "It was a temporary issue."
Originally posted by Zaphod58
A little free advice for you. If you are going to come into a thread, especially on something that someone has been involved with almost their entire life, and tell them that they don't know what they're talking about, you might want to make sure that YOU do, and can prove them wrong.edit on 7/10/2013 by Zaphod58 because: (no reason given)
The structure of the Boeing 777-200ER performed mostly as designed in the double-impact with the runway during the 6 July Asiana Airlines crash in San Francisco, says Deborah Hersman, chairman of the US National Transportation Safety Board (NTSB).
The incident that claimed the lives of two passengers onboard put the first blemish on the 777 family's 18-year service history without a fatal accident, but so far the NTSB has found no reason to fault the performance of the structural design of the twin-engined widebody.
In particular the NTSB's on-site team has verified that the landing gear and the fuel tanks performed as their designers intended in such a crash, Hersman says.
The main landing gear struck the lip of the sea wall as the pilots of Flight 214 came in too low and slow on the approach to Runway 28 Left. Instead of getting jammed into the fuselage, the gear broke cleanly off the aircraft.
A third person, identified as a minor girl, died from injuries suffered in the Asiana Airlines crash last week, hospital officials said.
She had been in critical condition at the Bay Area hospital since the July 6 crash, San Francisco General spokeswoman Rachael Kagan said
The hospital didn't release any additional information about her -- including her name, age or ethnicity -- in keeping with her parents' wishes.
Officials at San Francisco International Airport re-opened runway 28L, the site of the Asiana Flight 214 crash, for full operations at 5:05 p.m. Friday and said all airlines would resume normal schedules immediately.
The National Transportation Safety Board, which is investigating the crash, released the runway on Wednesday night and the airfield on Thursday. Since then, airport staff had been working to clear and repair runway 28L.
The fuselage of the airplane was removed from the crash site early Friday and transported to a remote section of the airport for temporary storage. The airframe will be moved to new and permanent location sometime within the next two weeks.
Meantime, back on runway 28L, repair work had begun even before they hauled the plane away.
In the past 24 hours, airport crews picked up debris, cleaned the grass, repaired electronics, repainted lines, and repaired deep gouges the plane left in the asphalt as it came grinding in.
"The deepest gouges were eight inches deep," airport director John Martin said. "One foot by one foot scrapes over a hundred feet long."
Repairs consumed more than 1,000 tons of asphalt. The total damage in dollars is unknown, but Asiana Airlines will pay the bill.
Officials say the Federal Aviation Administration conducted a final inspection of the runway before clearing it for reopening, including special flyover flights Friday afternoon.
The three-week probe, which started on 14 July, will review Asiana's safety management system and look at whether the airline violated any rules in its training, maintenance and operations, Man-Heui Chang, director of flight standards at the civil aviation bureau tells Flightglobal Pro.
"We need to review the airline safety system to find out whether there's something that needs to be improved and enhanced," Chang says. "We will look at its operations, maintenance, safety management, cabin training and so on."
Chang adds that should investigations reveal a need for changes to the country's aviation rules and regulations, it will be done "as soon as possible".
The transport ministry has also sent out a "precautionary message" to other airlines in the country, urging them to strengthen their safety measures, Chang says.